Vehicle thermal runaway monitoring method, device, medium and vehicle

Abstract

The application relates to a thermal runaway monitoring method and device of a vehicle, a medium and the vehicle. The thermal runaway monitoring method of the vehicle comprises the following steps: acquiring a first time length, the first time length being a time length during which an ultrasonic signal emitted by a horn of the vehicle is transmitted on a transmission path between the horn and a microphone of the vehicle; the microphone is used for receiving the ultrasonic signal; based on the first time length and a target length of the transmission path, a first temperature on the transmission path is determined; based on the first temperature corresponding to the transmission path and a second time length during which the ultrasonic signal is transmitted on the transmission path at the first temperature, a target temperature of the transmission path is determined, so that the target temperature realizes accurate identification of the thermal runaway risk of the vehicle.

Description

Technical Field

[0001] This application relates to the field of automotive technology, specifically to a method, device, medium, and vehicle for monitoring thermal runaway. Background Technology

[0002] With the continuous development of the automotive industry and the increasing demands for vehicle safety, precise control and real-time monitoring of in-vehicle temperature has become an important research topic. Traditional in-vehicle temperature detection typically relies on multiple temperature sensors distributed in different locations within the vehicle to determine the temperature of each area using data collected from these sensors. However, this method suffers from high hardware costs, slow response times, and low accuracy, increasing the error rate in identifying the risk of thermal runaway in vehicles. Summary of the Invention

[0003] This application provides a method, device, medium, and vehicle for monitoring thermal runaway in a vehicle.

[0004] To achieve the above objectives, the technical solution adopted in this application is as follows:

[0005] A method for monitoring thermal runaway in a vehicle includes: acquiring a first duration, which is the duration of transmission of an ultrasonic signal emitted by a vehicle's horn along a transmission path between the horn and a microphone in the vehicle; the microphone being used to receive the ultrasonic signal; determining a first temperature along the transmission path based on the first duration and a target length of the transmission path; and determining a target temperature along the transmission path based on the first temperature and a second duration of transmission of the ultrasonic signal along the transmission path at the first temperature, wherein the target temperature is used for monitoring thermal runaway in the vehicle.

[0006] According to the above technical means, firstly, the first duration of ultrasonic signal transmission along the transmission path between the vehicle's horn and microphone is obtained, thus obtaining a highly accurate first duration. Then, based on the first duration and the target length of the transmission path, the first temperature corresponding to the transmission path is determined. Since the target length is predetermined, meaning its accuracy is high, this improves the calculation accuracy of the first temperature. Finally, based on the first temperature with improved calculation accuracy, the target temperature is determined and used for vehicle thermal runaway monitoring, achieving accurate identification of the vehicle's thermal runaway risk. Furthermore, the microphone and horn in this application are existing components in the vehicle, allowing for temperature monitoring of the vehicle through the horn's transmission of ultrasonic signals and the microphone's reception of ultrasonic signals without adding any vehicle parts, thus reducing vehicle production costs.

[0007] Furthermore, based on the first duration and the target length of the transmission path, the first temperature on the transmission path is determined, including: determining the product of the first duration and the first medium coefficient as the first parameter; the first medium coefficient is related to the type of transmission medium for transmitting the ultrasonic signal; and squaring the quotient between the target length and the first parameter to obtain the first temperature.

[0008] Based on the above technical means, a method for determining the first temperature corresponding to the transmission path is proposed. The first temperature can be obtained through this method, and after error optimization processing of the first temperature, the target temperature can be obtained.

[0009] Furthermore, when there are multiple horns and / or microphones in the vehicle, there are multiple transmission paths; wherein, the multiple transmission paths include the transmission path between each horn and each microphone.

[0010] Based on the above technical means, when there are multiple speakers and microphones in the vehicle, there is a transmission line between each speaker and each microphone. In this way, there are multiple transmission paths in the vehicle, and by obtaining the temperature on multiple transmission paths, the temperature of multiple areas in the vehicle can be monitored.

[0011] Furthermore, the transmission medium between the horn and the microphone includes at least a solid transmission medium and a gaseous transmission medium. The vehicle thermal runaway monitoring method also includes: acquiring the transmission duration of the ultrasonic signal when it is transmitted through the solid transmission medium and the gaseous transmission medium respectively; and determining the longer of the two transmission durations as the first duration.

[0012] Based on the above technical means, since the transmission speed of gas transmission media is more sensitive to temperature than that of solid transmission media, the accuracy of the first temperature calculation can be improved by selecting the first duration corresponding to the gas transmission medium.

[0013] Furthermore, determining the target temperature of the transmission path based on the first temperature corresponding to the transmission path and the second duration of ultrasonic signal transmission along the transmission path at the first temperature includes: constructing a first objective optimization function using a least squares algorithm based on the second duration and the first duration corresponding to all transmission paths within the vehicle; constructing a second objective optimization function using a Laplace regularization algorithm based on the first temperature corresponding to all transmission paths; and determining the target temperature of each transmission path based on the objective optimization function composed of the first and second objective optimization functions.

[0014] Based on the above technical means, firstly, the squared error between the first and second durations can be reduced by the first objective optimization function, and then the smoothness of the final target temperature can be enhanced by the second objective optimization function. This achieves error optimization processing of the first temperature and improves the calculation accuracy of the target temperature. As a result, the high calculation accuracy of the target temperature improves the monitoring accuracy of vehicle thermal runaway, thereby realizing intelligent identification and emergency handling of abnormal vehicle conditions and improving vehicle safety performance.

[0015] Furthermore, the vehicle thermal runaway monitoring method also includes: determining the vehicle's thermal runaway monitoring result as normal when the target temperature of each transmission path is within a first temperature range; determining the vehicle's thermal runaway monitoring result as abnormal when the target temperature of at least any transmission path is within a second temperature range; wherein the minimum value of the second temperature range is greater than or equal to the maximum value of the first temperature range.

[0016] Based on the above technical means, a method for judging the thermal runaway monitoring results of a vehicle is explained. This method can determine the thermal runaway monitoring results of a vehicle and achieve intelligent identification of abnormal vehicle states.

[0017] Furthermore, the second temperature range includes multiple temperature sub-ranges; the vehicle thermal runaway monitoring method also includes: when the target temperature is within the second temperature range, determining the target sub-range from the multiple temperature sub-ranges of the second temperature range based on the target temperature; outputting the warning information corresponding to the target sub-range; the warning information includes the abnormal risk level.

[0018] Based on the aforementioned technical means, when the thermal runaway monitoring results of the vehicle are determined to be abnormal, the vehicle can be controlled to output early warning information. This allows the driver to be aware of the current level of abnormal risk and to take timely action to address the abnormal risk level, thereby achieving emergency handling of abnormal vehicle conditions and improving vehicle safety performance.

[0019] A thermal runaway monitoring device for a vehicle includes: a first acquisition module for acquiring a first duration, the first duration being the duration for which an ultrasonic signal emitted by a vehicle's horn travels along a transmission path between the horn and a microphone in the vehicle; the microphone being used to receive the ultrasonic signal; a first determination module for determining a first temperature along the transmission path based on the first duration and a target length of the transmission path; and a second determination module for determining a target temperature along the transmission path based on the first temperature corresponding to the transmission path and a second duration for which the ultrasonic signal travels along the transmission path at the first temperature, the target temperature being used for monitoring the thermal runaway of the vehicle.

[0020] A computer-readable storage medium having a computer program stored thereon, which, when executed by a thermal runaway monitoring device of a vehicle, implements the steps of any of the above methods.

[0021] A vehicle includes a vehicle body, a horn and a microphone mounted on the vehicle body, and a vehicle controller and a memory connected to the horn and microphone. The memory stores a computer program that can run on the vehicle controller, and the vehicle controller executes the program to implement the steps in any of the above methods.

[0022] The beneficial effects of this application are:

[0023] (1) Based on the first duration and the target length corresponding to the transmission path, the first temperature corresponding to the transmission path is determined. Since the target length is predetermined, that is, the accuracy of the target length is high. Thus, with the high accuracy of the first duration and the target length, the calculation accuracy of the first temperature is improved.

[0024] (2) The microphone and horn in this application are existing components in the vehicle. This allows for temperature monitoring of the vehicle by transmitting ultrasonic signals through the horn and receiving ultrasonic signals through the microphone without adding any vehicle parts, thereby reducing the production cost of the vehicle.

[0025] (3) By performing error optimization processing on the first temperature, the calculation accuracy of the target temperature is improved. As a result, the accuracy of thermal runaway monitoring of the vehicle is improved due to the high calculation accuracy of the target temperature, thereby realizing intelligent identification and emergency handling of abnormal vehicle conditions and improving the safety performance of the vehicle.

[0026] (4) Since the transmission speed of gas transmission medium is more sensitive to temperature than that of solid transmission medium, the accuracy of the first temperature calculation can be improved by selecting the first duration corresponding to the gas transmission medium. Attached Figure Description

[0027] Figure 1 This is a schematic diagram of the implementation process of the vehicle thermal runaway monitoring method proposed in this application. Figure 1 ;

[0028] Figure 2 A schematic diagram of the transmission path of an ultrasonic signal of a vehicle according to this application. Figure 1 ;

[0029] Figure 3 This is a schematic diagram of the implementation process of the vehicle thermal runaway monitoring method proposed in this application. Figure 2 ;

[0030] Figure 4A schematic diagram of the transmission path of an ultrasonic signal of a vehicle according to this application. Figure 2 ;

[0031] Figure 5 A schematic diagram of the transmission path of an ultrasonic signal of a vehicle according to this application. Figure 3 ;

[0032] Figure 6 This is a schematic diagram of the structural composition of a vehicle thermal runaway monitoring device proposed in this application;

[0033] Figure 7 This is a schematic diagram of the hardware entity of a vehicle proposed in this application. Detailed Implementation

[0034] The embodiments of this application will be described below with reference to the accompanying drawings and preferred embodiments. Those skilled in the art can easily understand other advantages and effects of this application from the content disclosed in this specification. This application can also be implemented or applied through other different specific embodiments, and various details in this specification can also be modified or changed based on different viewpoints and applications without departing from the spirit of this application. It should be understood that the preferred embodiments are only for illustrating this application and are not intended to limit the scope of protection of this application.

[0035] It should be noted that the illustrations provided in the following embodiments are only schematic representations of the basic concept of this application. Therefore, the drawings only show the components related to this application and are not drawn according to the actual number, shape and size of the components in the actual implementation. In the actual implementation, the form, quantity and proportion of each component can be arbitrarily changed, and the layout of the components may also be more complex.

[0036] This application proposes a method for monitoring thermal runaway in vehicles, such as... Figure 1 As shown, the thermal runaway monitoring method includes steps S110 to S130:

[0037] Step S110: Obtain the first duration, which is the duration of the ultrasonic signal emitted by the vehicle's horn transmitted along the transmission path between the horn and the vehicle's microphone; the microphone is used to receive the ultrasonic signal.

[0038] It is understood that microphones are primarily used to collect signals that are perceptible to the human ear, while ultrasonic signals are signals that are inaudible to the human ear. Therefore, in this application, the operating frequency of the microphone should include the frequencies of both perceptible and inaudible signals. Correspondingly, the operating frequency of the speaker includes the frequencies of both perceptible and inaudible signals.

[0039] In some implementations, after the horn sends an ultrasonic signal, the ultrasonic signal is transmitted within the vehicle until it is received by the microphone, thus creating a transmission path for the ultrasonic signal between the microphone and the horn.

[0040] In some implementations, a first time when the speaker transmits an ultrasonic signal and a second time when the microphone receives the ultrasonic signal are obtained; a first duration is determined based on the time difference between the first time and the second time.

[0041] Here, the first duration is calculated based on Time of Flight (TOF) technology. By using TOF technology to obtain the first duration of ultrasonic signal transmission along the transmission path between the vehicle's horn and microphone, the accuracy of the first duration calculation is improved.

[0042] Understandably, to improve the reliability of the first time, it is necessary to perform time alignment processing on the horn and microphone inside the vehicle. This way, the time displayed by the horn and microphone is the same before the horn sends the ultrasonic signal, making the first and second times reliable and improving the reliability of the first time.

[0043] Step S120: Determine the first temperature on the transmission path based on the first duration and the target length of the transmission path;

[0044] In some implementations, after determining the positions of the microphone and the speaker, the transmission path between the microphone and the speaker can be determined; that is, the target length corresponding to the transmission path can be predetermined.

[0045] In one example, the straight-line distance between the microphone and the speaker is defined as the target length.

[0046] In some implementations, the transmission speed of the ultrasonic signal within the vehicle can be obtained based on a first duration and a target length; based on the transmission speed, a first temperature is determined from the mapping information between the transmission speed and temperature.

[0047] In one example, the mapping information can be obtained in advance. The mapping information is used to characterize the mapping relationship between temperature and transmission speed. In this way, after the transmission speed is determined, if the transmission speed is found in the mapping information, the first temperature corresponding to the transmission speed can be obtained from the mapping information.

[0048] In one example, after determining the transmission speed, if the transmission speed is not found in the mapping information, the first speed and the second speed that are closest to the transmission speed can be found in the mapping information. Then, based on the temperatures corresponding to the first speed and the second speed, the first temperature is obtained by linear interpolation, where the first speed is greater than the transmission speed and the second speed is less than the transmission speed.

[0049] In one example, after determining the transmission speed, if the transmission speed is not found in the mapping information, the first speed or the second speed that is closest to the transmission speed can be found in the mapping information, and the temperature corresponding to the first speed or the second speed is determined as the first temperature.

[0050] In some implementations, the transmission speed of the ultrasonic signal within the vehicle can be obtained based on a first duration and a target length; a first temperature is determined based on the functional relationship between the transmission speed and temperature.

[0051] Step S130: Based on the first temperature corresponding to the transmission path and the second transmission time of the ultrasonic signal in the transmission path at the first temperature, determine the target temperature of the transmission path. The target temperature is used for monitoring the thermal runaway of the vehicle.

[0052] Here, thermal runaway of a vehicle refers to the situation where the vehicle's power battery, during operation, experiences uncontrolled internal chemical reactions and a rapid rise in temperature, causing the battery to enter an uncontrollable state, which in severe cases may lead to spontaneous combustion or even explosion of the battery.

[0053] In some implementations, a second duration is looked up from an information table that stores temperature, transmission path, and duration, based on a first temperature and transmission path.

[0054] In some implementations, for each transmission path, a second duration of ultrasonic signal transmission along the transmission path is determined based on a first temperature and a target length corresponding to the transmission path.

[0055] The method for determining the second duration is shown in formula (1):

[0056]

[0057] Among them, TOF calc The second duration is represented by D, the target length of the transmission path is represented by T, the first temperature is represented by z, and the first gas constant is represented by z.

[0058] In some implementations, based on the second duration and the first temperature, an error optimization algorithm is used to optimize the first temperature to obtain the target temperature. It is understood that by optimizing the first temperature, the calculation error of the first temperature is reduced, and the calculation accuracy of the target temperature is improved.

[0059] In some implementations, the results of thermal runaway monitoring of the vehicle are determined based on the target temperature.

[0060] In this embodiment, firstly, the first duration of ultrasonic signal transmission along the transmission path between the vehicle's horn and microphone is obtained, resulting in a high-precision first duration. Then, based on the first duration and the target length of the transmission path, a first temperature corresponding to the transmission path is determined. Since the target length is predetermined, its precision is also high. This high precision in both the first duration and target length improves the calculation accuracy of the first temperature. Finally, based on the improved accuracy of the first temperature, a target temperature is determined and used for vehicle thermal runaway monitoring, achieving accurate identification of the vehicle's thermal runaway risk. Furthermore, the microphone and horn in this application are existing components in the vehicle. This allows for temperature monitoring of the vehicle through the horn's transmission of ultrasonic signals and the microphone's reception of ultrasonic signals without adding any vehicle parts, reducing vehicle production costs.

[0061] In some embodiments, when there are multiple horns and / or microphones in the vehicle, there are multiple transmission paths; wherein...

[0062] Multiple transmission paths include the transmission path between each speaker and each microphone.

[0063] It is understandable that when there are multiple speakers and / or microphones inside a vehicle, multiple transmission paths can be formed.

[0064] This is because the transmission paths of ultrasonic signals sent by different speakers to the same microphone are different, and similarly, the transmission paths of ultrasonic signals sent by the same speaker to different microphones are different. Therefore, when there are multiple speakers and / or microphones in a vehicle, there are multiple transmission paths.

[0065] like Figure 2 The diagram shows the distribution of speakers 1 and microphones 2 inside the vehicle. It can be seen that the vehicle contains four speakers 1 and four microphones 2. Each speaker 1 and each microphone 2 can form an ultrasonic signal transmission path, resulting in 16 transmission paths in total.

[0066] In this embodiment of the application, when there are multiple speakers and microphones in the vehicle, there is a transmission line between each speaker and each microphone. In this way, there are multiple transmission paths in the vehicle, and by obtaining the temperature on multiple transmission paths, the temperature of multiple areas in the vehicle can be monitored.

[0067] In some embodiments, step S130 above, which determines the target temperature of the transmission path based on a first temperature corresponding to the transmission path and a second transmission time of the ultrasonic signal in the transmission path at the first temperature, includes the following steps S131 to S133:

[0068] Step S131: Based on the second duration and the first duration corresponding to all transmission paths within the vehicle, construct the first objective optimization function using the least squares algorithm;

[0069] Here, the least squares algorithm achieves optimal function matching of the data by finding the parameter solution that minimizes the sum of squared residuals between the observed values ​​and the model predictions.

[0070] It is understood that the least squares algorithm in this application is used to minimize the squared error between the first duration and the second duration. This is because the transmission paths corresponding to the first duration and the second duration are the same, but the methods for determining the first duration and the second duration are different. For example, the first duration is determined based on TOF technology, while the second duration is calculated. Thus, minimizing the error between the first duration and the second duration can achieve optimized processing of the first temperature.

[0071] The first objective optimization function is given by formula (2):

[0072]

[0073] Where n represents the number of all transmission paths within the vehicle, TOF i means The first duration corresponding to the i-th transmission path is represented by TOF. i calc E represents the second duration corresponding to the i-th transmission path. ls This represents the first objective function.

[0074] Substituting formula (1) into formula (2), we get formula (3):

[0075]

[0076] Among them, D i T represents the target length of the i-th transmission path. i This represents the first temperature of the i-th transmission path.

[0077] In some implementations, the first objective optimization function can also be constructed using a first error optimization algorithm, which is a class of algorithms used to reduce or eliminate errors in measurement, calculation, or prediction results, aiming to improve the accuracy and reliability of the system or model.

[0078] The first error optimization algorithm can be implemented based on statistical error compensation, or it can be implemented based on machine learning error correction, or it can be implemented as an adaptive algorithm.

[0079] In one example, statistical error compensation could be achieved using a Kalman filter algorithm.

[0080] In one example, machine learning-based error correction could be a neural network algorithm, or it could be a support vector machine algorithm.

[0081] In one example, the adaptive algorithm could be the gradient descent algorithm, or it could be a genetic algorithm.

[0082] Step S132: Based on the first temperature corresponding to each of the transmission paths, construct the second objective optimization function using the Laplace regularization algorithm;

[0083] Here, the Laplace regularization algorithm achieves structural smoothness of the data by constraining the model parameters / eigenvalues ​​of adjacent nodes to be as close as possible.

[0084] The second objective optimization function is given by formula (4):

[0085]

[0086] Where λ represents the regularization parameter, T i Let E represent the Laplace operator for the first temperature corresponding to the i-th transmission path, and let E represent the second derivative of the first temperature. lap This represents the second objective optimization function.

[0087] In some implementations, the second objective optimization function can also be constructed using a second error optimization algorithm, which is used to improve the smoothness of the prediction results.

[0088] In one example, the second error optimization algorithm could be a Gaussian process regression algorithm or a Bayesian smoothing algorithm.

[0089] In one example, the second error optimization algorithm can be determined based on deep learning. For example, the second error optimization algorithm can be a convolutional neural network algorithm or a recurrent neural network algorithm.

[0090] In one example, the second error optimization algorithm can be implemented based on filtering techniques, such as the Kalman filter algorithm.

[0091] Step S133: Determine the target temperature for each transmission path based on the target optimization function composed of the first target optimization function and the second target optimization function.

[0092] It is understandable that the first and second objective optimization functions are described for all transmission paths within the vehicle. Therefore, the target temperature corresponding to each transmission path can be obtained through the first and second objective optimization functions.

[0093] In some implementations, the obtained target temperature can be displayed on the vehicle's human-machine interface.

[0094] In some implementations, the objective optimization function is a weighted sum of a first objective optimization function and a second objective optimization function.

[0095] The objective function is represented by Equation (5):

[0096] E = E lap +E ls (5);

[0097] Where E represents the objective optimization function.

[0098] Furthermore, substituting formulas (4) and (3) into formula (5), we obtain formula (6):

[0099]

[0100] In some implementations, the target optimization function is solved by numerical optimization methods to obtain the target temperature for each transmission path.

[0101] Here, numerical optimization methods are a class of iterative methods that use mathematical calculations to find the optimal solution of a function. The core idea is to gradually adjust the parameters so that the value of the objective optimization function converges toward the optimal direction.

[0102] In some implementations, the partial derivative of the objective optimization function is calculated and the objective function is set to 0. Then, the objective optimization function after partial derivative processing is solved by numerical optimization methods to obtain the target temperature for each transmission path.

[0103] Here, the partial derivative of the objective function is handled as shown in Equation (7):

[0104]

[0105] Simplifying formula (7), we get formula (8):

[0106]

[0107] Where T′ represents the target temperature.

[0108] In some implementations, the numerical optimization method can be based on unconstrained optimization, constrained optimization, or global optimization.

[0109] In one example, the unconstrained optimization method can be gradient descent, Newton's method, or a quasi-Newton method.

[0110] In one example, the constrained optimization method could be the Lagrange multiplier method, the penalty function method, or a sequential quadratic programming method.

[0111] In one example, the global optimization method could be particle swarm optimization, or it could be a genetic algorithm.

[0112] It is understandable that the objective optimization function obtained by combining the first and second objective optimization functions results in a higher accuracy of the target temperature obtained by solving the objective optimization function.

[0113] In this embodiment, firstly, the squared error between the first duration and the second duration can be reduced by the first objective optimization function, and then the smoothness of the final target temperature can be enhanced by the second objective optimization function. This achieves error optimization processing of the first temperature and improves the calculation accuracy of the target temperature. As a result, the high calculation accuracy of the target temperature improves the monitoring accuracy of thermal runaway of the vehicle, thereby realizing intelligent identification and emergency handling of abnormal vehicle conditions and improving the safety performance of the vehicle.

[0114] In some embodiments, step S120 above, determining the first temperature on the transmission path based on the first duration and the target length of the transmission path, includes the following steps S121 and S122:

[0115] Step S121: The product of the first duration and the first medium coefficient is determined as the first parameter; the first medium coefficient corresponds to the type of transmission medium of the ultrasonic signal;

[0116] It is understandable that different types of transmission media have different molecular weights, temperatures, pressures, and molecular structures, and therefore different first dielectric coefficients.

[0117] The following explanation uses a gaseous transmission medium.

[0118] In some implementations, in an ideal gas, the transmission speed of the ultrasonic signal is a single-valued function of the first temperature, as shown in equation (9):

[0119]

[0120] Where C represents the propagation speed of ultrasound in the transmission medium; M represents the molecular mass of the transmission medium; γ represents the ratio of the isobaric heat capacity to the isochoric heat capacity of the transmission medium; and R represents the universal constant of the transmission medium.

[0121] Furthermore, the first dielectric coefficient can be obtained according to formula (9), see formula (10):

[0122]

[0123] According to formula (10), the first parameter can be obtained, see formula (11):

[0124] a = TOF calc ·z (11);

[0125] Where 'a' represents the first parameter.

[0126] Step S122: Squaring the quotient between the target length and the first parameter to obtain the first temperature.

[0127] In some implementations, the transmission speed can be determined by the target length and the first duration, see formula (12):

[0128]

[0129] Based on the above formulas (12), (11), and (10), the first temperature can be obtained, see formula (13):

[0130]

[0131] In this embodiment of the application, a method for determining the first temperature corresponding to the transmission path is proposed. The first temperature can be obtained through this method, and after error optimization processing of the first temperature, the target temperature can be obtained.

[0132] In some embodiments, prior to step S110, the transmission medium between the horn and the microphone includes at least a solid transmission medium and a gaseous transmission medium, and the vehicle thermal runaway monitoring method further includes steps S101 and S102:

[0133] Step S101: Obtain the transmission time of the ultrasonic signal when it is transmitted through a solid transmission medium and a gas transmission medium, respectively;

[0134] It is understandable that, due to the differences in molecular structure between different transmission media, the different molecular structures affect the transmission speed of ultrasonic signals, and the different transmission speeds result in differences in the transmission time corresponding to the transmission of ultrasonic signals. Therefore, the microphone in the vehicle will receive ultrasonic signals emitted from the same speaker based on different transmission media.

[0135] Step S102: Determine the longer of the two transmission durations as the first duration.

[0136] Here, the transmission medium corresponding to the first duration is a gaseous transmission medium. This is because the transmission speed of a solid transmission medium mainly depends on the elastic modulus and density of the material, while temperature changes have a relatively small impact on the transmission speed of ultrasonic signals in a solid transmission medium. For example, when the solid transmission medium is steel, the longitudinal wave velocity of steel at room temperature is approximately 5900 m / s, but when the temperature rises to 500°C, the sound velocity may decrease to 5700 m / s. However, the transmission speed of a gaseous transmission medium is temperature-dependent. Therefore, in this application, to achieve the monitoring of the vehicle interior temperature, the transmission duration corresponding to a gaseous transmission medium should be selected, which can improve the calculation efficiency of the first temperature.

[0137] It is understandable that the transmission speed of ultrasonic signals varies in different transmission media. The transmission speed of ultrasonic signals is the highest in solid transmission media and the lowest in gaseous transmission media. Therefore, the transmission media corresponding to longer transmission times are gaseous transmission media, and the transmission media corresponding to shorter transmission times are solid media.

[0138] In this embodiment, since the transmission speed of a gas transmission medium is more sensitive to temperature than that of a solid transmission medium, the accuracy of the first temperature calculation can be improved by selecting the first duration corresponding to the gas transmission medium.

[0139] In some embodiments, after step S130, the vehicle thermal runaway monitoring method further includes step S140:

[0140] Step S140: Determine the thermal runaway monitoring results of the vehicle based on the target temperature.

[0141] In some implementations, the thermal runaway monitoring results of the vehicle are determined based on the target temperature and a preset temperature range.

[0142] In other implementations, the current state of the vehicle is acquired; based on a preset temperature range corresponding to the target temperature and the current state of the vehicle, the thermal runaway monitoring result of the vehicle is determined. The current state of the vehicle includes both driving and parked states.

[0143] In one example, the current state of the vehicle can be determined based on at least one piece of vehicle state information. This state information includes vehicle speed, gear information, brake pedal status, engine status, and motor status, etc.

[0144] In some implementations, the current state of the vehicle is acquired; under the same current state, the rate of change of the target temperature is acquired; and based on a preset rate range corresponding to the rate of change of the target temperature and the current state, the thermal runaway monitoring result of the vehicle is determined.

[0145] In this embodiment, the thermal runaway monitoring results of the vehicle can be determined based on the target temperature. Since the target temperature has high calculation accuracy, the monitoring accuracy of thermal runaway of the vehicle is improved, thereby realizing intelligent identification and emergency handling of abnormal vehicle conditions and improving the vehicle's safety performance.

[0146] In some embodiments, step S140 above, which determines the thermal runaway monitoring result of the vehicle based on the target temperature, may include steps S141 and S142:

[0147] Step S141: If the target temperature of each transmission path is within the first temperature range, determine that the thermal runaway detection result of the vehicle is normal.

[0148] Here, the first temperature range can be 20-45°.

[0149] In one example, if the target temperature is 30°C and the first temperature range is 20-45°C, the thermal runaway monitoring result of the vehicle is determined to be normal.

[0150] In some implementations, the thermal runaway monitoring results of the vehicle are determined to be normal if the target temperature corresponding to each of the transmission paths within the vehicle is within a first temperature range.

[0151] Understandably, if the thermal runaway monitoring results are normal, it indicates that the vehicle's battery is currently in a normal state and the risk of the vehicle catching fire is relatively low.

[0152] Step S142: If the target temperature of at least any transmission path is in the second temperature range, determine that the thermal runaway monitoring result of the vehicle is abnormal; the minimum value of the second temperature range is greater than or equal to the maximum value of the first temperature range.

[0153] Here, if the first temperature range is 20-45°, the second temperature range can be greater than 60°, or it can be greater than 45°.

[0154] In one example, if the target temperature of any transmission path is 50° when the second temperature range is greater than 45°, the thermal runaway monitoring result of the vehicle is determined to be abnormal.

[0155] Understandably, if the thermal runaway monitoring results are abnormal, it indicates that the vehicle's current battery condition is abnormal, and the risk of the vehicle catching fire is relatively high.

[0156] This application embodiment describes a method for judging the thermal runaway monitoring results of a vehicle. This method can determine the thermal runaway monitoring results of a vehicle, thereby achieving intelligent identification of abnormal vehicle states.

[0157] In some embodiments, after step S142, the second temperature range includes multiple temperature sub-ranges; the vehicle thermal runaway monitoring method includes steps S143 and S144:

[0158] Step S143: If the target temperature is within the second temperature range, determine the target sub-range from multiple temperature sub-ranges within the second temperature range based on the target temperature;

[0159] In some implementations, the second temperature range includes multiple temperature sub-ranges, each of which corresponds to an abnormal risk level of thermal runaway for the vehicle. The higher the temperature range corresponding to the temperature sub-range, the higher the abnormal risk level of thermal runaway for the vehicle.

[0160] In one example, when the second temperature range is greater than 50°, the second temperature range includes a first temperature sub-range, a second temperature sub-range, and a third temperature sub-range. The first temperature sub-range can be greater than 50° and less than 60°, the second temperature sub-range can be greater than 60° and less than 70°, and the third temperature sub-range can be greater than 70°. That is to say, the abnormal risk level corresponding to the first temperature sub-range, the second temperature sub-range, and the third temperature sub-range gradually increases.

[0161] Step S144: Output the warning information corresponding to the target sub-interval; the warning information includes the abnormal risk level.

[0162] Understandably, each temperature sub-range corresponds to a different level of abnormal risk. Thus, after determining the target sub-range where the target temperature is located, the level of abnormal risk of thermal runaway of the current vehicle can be obtained.

[0163] In some implementations, each temperature sub-range can also correspond to a different processing strategy, so that after determining the target sub-range where the target temperature is located, the current thermal runaway processing strategy of the vehicle can be obtained.

[0164] In some implementations, the vehicle's horn is controlled to output a warning message.

[0165] In some implementations, the human-machine interface controlling the vehicle outputs warning information.

[0166] In some implementations, the vehicle's horn and human-machine interface are controlled to output warning information.

[0167] In this embodiment, when the thermal runaway monitoring result of the vehicle is determined to be abnormal, the vehicle can be controlled to output a warning message. This allows the driver to be aware of the current level of abnormal risk and to take timely action to address the abnormal risk level, thereby achieving emergency handling of abnormal vehicle conditions and improving vehicle safety performance.

[0168] The following describes the application of the embodiments of this application in a real-world scenario.

[0169] With the continuous development of the automotive industry and the increasing demands for vehicle safety, precise control and real-time monitoring of in-vehicle temperature has become an important research topic. Traditional in-vehicle temperature control systems typically rely on multiple temperature sensors distributed across different locations within the vehicle to measure the temperature in various areas. However, these methods suffer from high hardware costs, slow response times, and low accuracy. To overcome these problems, a new method is needed to achieve accurate, real-time, and safe monitoring of in-vehicle temperature. Ultrasonic temperature measurement technology, as a non-contact measurement method, offers advantages such as fast response times, low cost, and high accuracy, and is gradually becoming a hot topic in in-vehicle temperature monitoring research.

[0170] Against this backdrop, this application proposes a method that utilizes existing in-vehicle speakers and microphones to transmit and receive ultrasonic signals, combined with the least squares method and Laplace regularization algorithm, to achieve real-time and accurate temperature monitoring of different areas inside the vehicle. Furthermore, it incorporates temperature thresholds for real-time in-vehicle temperature monitoring, enhancing safety. This method not only reduces hardware costs but also significantly improves the response speed and accuracy of temperature measurement, meeting the requirements of in-vehicle temperature control systems.

[0171] This application provides an ultrasonic-based method for safe detection of in-vehicle temperature, such as... Figure 3 This includes the following steps S301 to S306:

[0172] Step S301: Hardware device system preparation;

[0173] Here, the hardware system components include an ultrasonic transmitting unit (i.e., the aforementioned speaker), an ultrasonic receiving unit (i.e., the aforementioned microphone), and a data processing unit. The ultrasonic transmitting unit can be a speaker, the ultrasonic receiving unit can be a microphone, and the data processing unit is used to receive ultrasonic signal data, calculate transit time, and reconstruct the temperature field.

[0174] In some implementations, the ultrasonic transmitting and receiving units inside the vehicle, namely the microphone and speaker, are activated to ensure the system is operational.

[0175] Step S302: Ultrasonic signal transmission and reception;

[0176] Here, the ultrasonic temperature measurement signal source is connected to the input of the car's audio system, so that the vehicle's control module can emit ultrasonic signals through the car's speakers.

[0177] It should be noted that an appropriate frequency and intensity of ultrasonic signal need to be selected to ensure that the ultrasonic signal propagates stably in the air inside the vehicle and can be detected by the ultrasonic receiving unit. For example, an ultrasonic signal with a frequency and intensity in the range of 20kHz-23kHz should be selected.

[0178] It is understandable that after the horn emits an ultrasonic signal, the ultrasonic signal is transmitted to the microphone through the air medium inside the vehicle. In this way, the microphones integrated in different locations such as vehicle sensors or intelligent vehicle systems can receive the ultrasonic signal emitted by the horn.

[0179] It is important to note that after controlling the speaker to emit ultrasonic signals, the timestamps of the speaker and microphone must be strictly aligned to ensure strict synchronization of ultrasonic signal transmission and reception. This allows the control module to calculate the Time-of-Flight (TOF) between the speaker and microphone in real time after the microphone records the arrival time of the ultrasonic signal, determining its first transit time in the air (i.e., the aforementioned first time). This is crucial data in the ultrasonic signal transmission process. After determining the first transit time of the ultrasonic signal, the first air temperature (i.e., the aforementioned first temperature) can be deduced by calculating the speed of ultrasonic wave propagation in the air.

[0180] Step S303: Establish a mathematical model for ultrasonic temperature measurement;

[0181] Here, firstly, the relationship between the transmission speed of the ultrasonic signal, the air temperature, and the first transit time is established; then, based on the first transit time of the ultrasonic signal and the path distance between the corresponding speaker and microphone (i.e., the target length mentioned above), the propagation speed of the ultrasonic wave in the air is calculated; finally, the first air temperature is obtained by using the formula for the relationship between propagation speed and temperature.

[0182] In an ideal gas, the transmission speed of ultrasound is a single-valued function of the first air temperature, as shown in formula (9) above.

[0183] In some implementations, firstly, the first transit time of the ultrasonic signal is acquired, i.e., the time required for the ultrasonic signal emitted from the vehicle's horn to travel through the air medium to the microphone. Then, the path length corresponding to the pre-measured transmission path of the ultrasonic signal is acquired; the path length can also be obtained by multiplying the first transit time by the transmission speed of the ultrasonic signal in the air medium. Finally, using the single-valued functional relationship between the transmission speed of the ultrasonic signal and the first air temperature, the temperature of the straight-line distance between a pair of "horn-microphone" units can be determined.

[0184] The first air temperature along the transmission path of the ultrasonic signal is given by formula (13) above.

[0185] like Figure 4 Or such as Figure 5 As shown, horn 11 and horn 12 emit ultrasonic signals, and microphone 21 and microphone 22 receive the ultrasonic signals emitted by horn 11 and horn 12 respectively, and obtain the TOF data of the ultrasonic signals on each transmission path. Thus, the first air temperature T1 on the transmission path between horn 11 and microphone 21, the first air temperature T2 on the transmission path between horn 12 and microphone 22, the first air temperature T3 on the transmission path between horn 11 and microphone 22, and the first air temperature T4 on the transmission path between horn 12 and microphone 21 can be obtained by the above formula (13).

[0186] Step S304: Reconstruction of the temperature field inside the vehicle;

[0187] Here, when measuring the first air temperature along a single path, step S303 and its principle can be directly applied. However, to measure the real-time temperature of various areas inside the vehicle, the first transit time of each pair of "speaker-microphone" combinations needs to be collected, and the temperature along each transmission path needs to be preliminarily calculated to obtain the first air temperature. After data processing, the least squares algorithm combined with the Laplace regularization algorithm is used to reconstruct the temperature field inside the vehicle. The least squares algorithm is used to optimize data fitting, minimizing the squared error between the calculated and actual measured values. The Laplace regularization algorithm is used to enhance the smoothness of the reconstructed temperature field by adding a regularization term to avoid overfitting.

[0188] Finally, based on the second air temperature at different microphone locations, a temperature zoning map of the vehicle interior is generated, displaying the real-time temperature of each area inside the vehicle. In this way, the temperature inside the entire vehicle can be monitored in real time through the above calculation and reconstruction methods using multiple "speaker-microphone" combinations arranged inside the vehicle.

[0189] The goal of the least squares method is to minimize the error term between the first and second transit times. The error term is determined by formulas (2) and (3), and the second transit time is determined by formula (1).

[0190] However, the minimum square method has the problem of low accuracy and resolution of the reconstruction results. Using Laplace regularization can make the solution result overly smooth. The definition of the regularization term is given in formula (4).

[0191] Step S305: Optimize the objective function (i.e., the objective optimization function mentioned above);

[0192] Here, the objective function is a weighted sum of the data fitting term and the regularization term. By solving this objective function using numerical optimization methods (such as gradient descent), the second air temperature of all transmission routes inside the vehicle can be obtained.

[0193] The objective function is determined by formulas (5) and (6).

[0194] To solve for the second air temperature, the objective function needs to be optimized.

[0195] In some implementations, firstly, the partial derivative of the objective function is calculated and made equal to zero, see formulas (7) and (8); then, the second air temperature is obtained by solving formula (8) using a numerical optimization method.

[0196] Step S306: Temperature safety monitoring.

[0197] Here, in order to achieve a thermal runaway warning for the vehicle, multiple "speaker-microphone" combinations are used inside the vehicle to obtain the second air temperature inside the vehicle in real time, and the real-time obtained second air temperature is compared with a preset temperature threshold.

[0198] In some implementations, if the real-time acquired second air temperature exceeds a temperature threshold, the system will trigger a warning mechanism. The warning information includes the second air temperature and the warning level (i.e., the aforementioned abnormal risk level) so that the driver can take timely measures.

[0199] In summary, this application provides a method for detecting in-vehicle temperature safety based on the sound detection of in-vehicle speakers. By utilizing existing in-vehicle hardware, the temperature of various areas of the vehicle can be obtained in real time and quickly. This not only reduces the cost of temperature detection but also enables real-time temperature monitoring and improves the accuracy of temperature detection.

[0200] Based on the foregoing embodiments, this application provides a vehicle thermal runaway monitoring device, such as... Figure 6 As shown, the vehicle thermal runaway monitoring device 600 includes:

[0201] The first acquisition module 610 is used to acquire a first duration, which is the duration of the ultrasonic signal emitted by the vehicle's horn transmitted along the transmission path between the horn and the vehicle's microphone; the microphone is used to receive the ultrasonic signal.

[0202] The first determining module 620 is used to determine the first temperature on the transmission path based on the first duration and the target length of the transmission path;

[0203] The second determining module 630 is used to determine the target temperature of the transmission path based on the first temperature corresponding to the transmission path and the second duration of the ultrasonic signal transmission in the transmission path at the first temperature. The target temperature is used for monitoring the thermal runaway of the vehicle.

[0204] In some embodiments, the first determining module includes:

[0205] The first determining unit is used to determine the product of the first duration and the first medium coefficient as the first parameter; the type of transmission medium for transmitting the ultrasonic signal is related.

[0206] The obtained unit is used to square the quotient between the target length and the first parameter to obtain the first temperature.

[0207] In some embodiments, when there are multiple horns and / or microphones in the vehicle, there are multiple transmission paths; wherein...

[0208] Multiple transmission paths include the transmission path between each speaker and each microphone.

[0209] In some embodiments, the transmission medium between the horn and the microphone includes at least a solid transmission medium and a gaseous transmission medium, and the vehicle thermal runaway monitoring device further includes:

[0210] The second acquisition module is used to acquire the transmission time of the ultrasonic signal when it is transmitted through a solid transmission medium and a gas transmission medium, respectively.

[0211] The third determining module is used to determine the longer of the two transmission durations as the first duration.

[0212] In some embodiments, the second determining module includes:

[0213] The first construction unit is used to construct a first objective optimization function based on the second duration and the first duration corresponding to all transmission paths in the vehicle, respectively, using the least squares algorithm.

[0214] The second building unit is used to construct a second objective optimization function based on the first temperature corresponding to each of the transmission paths using the Laplace regularization algorithm.

[0215] The second determining unit is used to determine the target temperature of each transmission path based on the target optimization function composed of the first target optimization function and the second target optimization function.

[0216] In some embodiments, the vehicle thermal runaway monitoring device further includes:

[0217] The fourth determination module is used to determine that the thermal runaway monitoring result of the vehicle is normal when the target temperature of each transmission path is within the first temperature range.

[0218] The fifth determining module is used to determine that the thermal runaway monitoring result of the vehicle is abnormal when the target temperature of at least any transmission path is in the second temperature range; the minimum value of the second temperature range is greater than or equal to the maximum value of the first temperature range.

[0219] In some embodiments, the second temperature range includes multiple temperature sub-ranges, and the fifth determining module includes:

[0220] The third determining unit is used to determine the target sub-interval from multiple temperature sub-intervals of the second temperature range based on the target temperature when the target temperature is within the second temperature range.

[0221] The output unit is used to output the early warning information corresponding to the target sub-interval; the early warning information includes the abnormal risk level.

[0222] This application also proposes a vehicle, including a vehicle body, a horn and a microphone mounted on the vehicle body, and a vehicle controller and a memory connected to the horn and microphone. The memory stores a computer program that can run on the vehicle controller, and the vehicle controller executes the program to implement some or all of the steps in the above method.

[0223] This application also proposes a computer-readable storage medium storing a computer program that, when executed by a vehicle's thermal runaway monitoring device, implements some or all of the steps in the above-described method. The computer-readable storage medium can be transient or non-transient.

[0224] This application also proposes a computer program including computer-readable code, wherein, when the computer-readable code is run in a vehicle, a vehicle controller in the vehicle performs some or all of the steps for implementing the methods described above.

[0225] This application also proposes a computer program product, which includes a computer program or instructions that, when executed by a vehicle controller, implement some or all of the steps in the above-described method. This computer program product can be implemented specifically through hardware, software, or a combination thereof. In some embodiments, the computer program product is specifically embodied in a computer storage medium; in other embodiments, the computer program product is specifically embodied in a software product, such as a software development kit (SDK), etc.

[0226] It should be noted that the descriptions of the various embodiments above tend to emphasize the differences between them, while their similarities or commonalities can be referenced interchangeably. The descriptions of the vehicle, storage medium, computer program, and computer program product embodiments above are similar to the descriptions of the method embodiments above, and have similar beneficial effects. For technical details not disclosed in the vehicle, storage medium, computer program, and computer program product embodiments of this application, please refer to the descriptions of the method embodiments of this application for understanding.

[0227] It should be noted that this application provides a hardware entity for a vehicle, such as... Figure 7 As shown, the hardware entities of vehicle 700 include:

[0228] Vehicle body 701;

[0229] A horn 1 and a microphone 2 are mounted on the vehicle body 701; the microphone 2 is used to receive ultrasonic signals; the horn 1 is used to emit ultrasonic signals.

[0230] A vehicle controller 702 and a memory 703 are connected to a speaker 1 and a microphone 2. The memory 703 stores a computer program that can run on the vehicle controller 702.

[0231] The vehicle controller 702 is used to acquire a first duration, which is the duration of transmission of the ultrasonic signal emitted by the vehicle's horn along the transmission path between the horn and the vehicle's microphone; determine a first temperature along the transmission path based on the first duration and the target length of the transmission path; and determine a target temperature along the transmission path based on the first temperature corresponding to the transmission path, the target temperature being used for monitoring thermal runaway of the vehicle.

[0232] Among them, the horn 1 and microphone 2 transmit data with the vehicle controller 702 via a bus, and the memory 703 transmits data with the vehicle controller 702 via a bus.

[0233] It should be understood that the phrase "one embodiment" or "an embodiment" throughout the specification means that a specific feature, structure, or characteristic related to the embodiment is included in at least one embodiment of this application. Therefore, "in one embodiment" or "in an embodiment" appearing throughout the specification does not necessarily refer to the same embodiment. Furthermore, these specific features, structures, or characteristics can be combined in any suitable manner in one or more embodiments. It should be understood that in the various embodiments of this application, the sequence numbers of the above steps / processes do not imply a sequential order of execution; the execution order of each step / process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of this application. The sequence numbers of the above embodiments of this application are merely descriptive and do not represent the superiority or inferiority of the embodiments.

[0234] It should be noted that, in this document, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Unless otherwise specified, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes that element.

[0235] In the several embodiments provided in this application, it should be understood that the disclosed devices and methods can be implemented in other ways. The device embodiments described above are merely illustrative. For example, the division of units is only a logical functional division, and in actual implementation, there may be other division methods, such as: multiple units or components can be combined, or integrated into another system, or some features can be ignored or not executed. In addition, the coupling, direct coupling, or communication connection between the various components shown or discussed can be through some interfaces, and the indirect coupling or communication connection between devices or units can be electrical, mechanical, or other forms.

[0236] The units described above as separate components may or may not be physically separate, and the components shown as units may or may not be physical units; they may be located in one place or distributed across multiple network units; some or all of the units may be selected to achieve the purpose of this embodiment according to actual needs. Furthermore, the functional units in the embodiments of this application may all be integrated into one processing unit, or each unit may be a separate unit, or two or more units may be integrated into one unit; the integrated unit may be implemented in hardware or in a combination of hardware and software functional units.

[0237] Those skilled in the art will understand that all or part of the steps of the above method embodiments can be implemented by hardware related to program instructions. The aforementioned program can be stored in a computer-readable storage medium. When the program is executed, it performs the steps of the above method embodiments. The aforementioned storage medium includes various media that can store program code, such as mobile storage devices, read-only memory (ROM), magnetic disks, or optical disks.

[0238] Alternatively, if the integrated units described above are implemented as software functional modules and sold or used as independent products, they can also 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 related technologies, 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 the vehicle to execute all or part of the methods of the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as mobile storage devices, ROMs, magnetic disks, or optical disks.

[0239] The above embodiments are merely preferred embodiments provided to fully illustrate this application, and the scope of protection of this application is not limited thereto. Equivalent substitutions or modifications made by those skilled in the art based on this application are all within the scope of protection of this application.

Claims

1. A method for monitoring thermal runaway in a vehicle, characterized in that, The method for monitoring thermal runaway of the vehicle includes: A first duration is obtained, which is the duration of transmission of the ultrasonic signal emitted by the vehicle's horn along the transmission path between the horn and the vehicle's microphone; the microphone is used to receive the ultrasonic signal. Based on the first duration and the target length of the transmission path, a first temperature is determined on the transmission path; Based on a first temperature corresponding to the transmission path and a second duration of ultrasonic signal transmission along the transmission path at the first temperature, a target temperature for the transmission path is determined, and the target temperature is used for thermal runaway monitoring of the vehicle.

2. The method based on claim 1, characterized in that, Determining the first temperature on the transmission path based on the first duration and the target length of the transmission path includes: The product of the first duration and the first medium coefficient is determined as the first parameter; the first medium coefficient is related to the type of transmission medium transmitting the ultrasonic signal. The first temperature is obtained by squaring the quotient between the target length and the first parameter.

3. The method based on claim 1, characterized in that, When there are multiple horns and / or microphones in the vehicle, there are multiple transmission paths; wherein, The plurality of transmission paths include the transmission path between each of the speakers and each of the microphones.

4. The method according to any one of claims 1 to 3, characterized in that, The transmission medium between the horn and the microphone includes at least a solid transmission medium and a gaseous transmission medium, and the vehicle thermal runaway monitoring method further includes: The transmission duration of the ultrasonic signal is obtained when it is transmitted through the solid transmission medium and the gas transmission medium, respectively. The longer of the two transmission durations is determined as the first duration.

5. The method according to any one of claims 1 to 3, characterized in that, Determining the target temperature of the transmission path based on a first temperature corresponding to the transmission path and a second duration of ultrasonic signal transmission along the transmission path at the first temperature includes: Based on the second duration and the first duration corresponding to all transmission paths within the vehicle, a first objective optimization function is constructed using the least squares algorithm. Based on the first temperature corresponding to each of the transmission paths, a second objective optimization function is constructed using the Laplace regularization algorithm; The target temperature of each transmission path is determined based on the target optimization function composed of the first target optimization function and the second target optimization function.

6. The method according to any one of claims 1 to 3, characterized in that, The vehicle thermal runaway monitoring method also includes: If the target temperature of each of the transmission paths is within the first temperature range, the thermal runaway monitoring result of the vehicle is determined to be normal. If the target temperature of at least one of the transmission paths is within the second temperature range, the thermal runaway monitoring result of the vehicle is determined to be abnormal; the minimum value of the second temperature range is greater than or equal to the maximum value of the first temperature range.

7. The method based on claim 6, characterized in that, The second temperature range includes multiple temperature sub-ranges; The vehicle thermal runaway monitoring method also includes: When the target temperature is within the second temperature range, a target sub-range is determined from multiple temperature sub-ranges of the second temperature range based on the target temperature; Output the early warning information corresponding to the target sub-interval; the early warning information includes the abnormal risk level.

8. A thermal runaway monitoring device for a vehicle, characterized in that, The vehicle's thermal runaway monitoring device includes: A first acquisition module is used to acquire a first duration, wherein the first duration is the duration for which the ultrasonic signal emitted by the vehicle's horn is transmitted along the transmission path between the horn and the vehicle's microphone; the microphone is used to receive the ultrasonic signal. The first determining module is used to determine the first temperature on the transmission path based on the first duration and the target length of the transmission path; The second determining module is used to determine the target temperature of the transmission path based on the first temperature corresponding to the transmission path and the second duration of the ultrasonic signal transmission in the transmission path at the first temperature. The target temperature is used for thermal runaway monitoring of the vehicle.

9. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by the vehicle's thermal runaway monitoring device, it performs the steps of the method described in any one of claims 1 to 7.

10. A vehicle, comprising a vehicle body, a horn and a microphone mounted on the vehicle body, and a vehicle controller and a memory connected to the horn and microphone, the memory storing a computer program executable on the vehicle controller, characterized in that, When the vehicle controller executes the program, it implements the steps of the method according to any one of claims 1 to 7.

Images