CN114696386A - Load charging method and device for automobile, storage medium and terminal - Google Patents
Load charging method and device for automobile, storage medium and terminal Download PDFInfo
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- CN114696386A CN114696386A CN202011606068.6A CN202011606068A CN114696386A CN 114696386 A CN114696386 A CN 114696386A CN 202011606068 A CN202011606068 A CN 202011606068A CN 114696386 A CN114696386 A CN 114696386A
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- dcdc module
- charging
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
- H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
- H02J7/0063—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries with circuits adapted for supplying loads from the battery
Abstract
A load charging method and device, a storage medium and a terminal for an automobile are provided, wherein the method comprises the following steps: monitoring a pressure differential of the load; and sending a charging instruction to the first DCDC module and the second DCDC module according to the monitoring result so as to charge the load. The scheme of the invention can effectively prevent the output regulation of the DCDC module from deteriorating, is beneficial to prolonging the service life of components and can regulate the output current balance.
Description
Technical Field
The invention relates to the technical field of automobiles, in particular to a load charging method and device for an automobile, a storage medium and a terminal.
Background
A Direct Current to Direct Current (DCDC) converter is an important part of an automobile and is used to supply power to all low-voltage devices on the automobile. For example, automobiles are typically equipped with 12 volt (V) batteries that are wired to the DCDC module as a load to obtain power support from the DCDC module. The wire is usually copper wire, and there is resistance when transmitting power, thus generating power loss.
When the energy consumption of the automobile is too large, the power supply of a single DCDC module to the load can cause the problem of insufficient charging due to the power loss caused by the resistance of the wire.
Some types of existing cars are provided with two DCDC modules connected in parallel, but depending on the size of the load, not all start-up at once is required. The vehicle control unit of the existing automobile only selects one of the two DCDC modules to charge the load at a time. For example, two DCDC modules correspond to a high command voltage side and a low command voltage side, respectively, and the DCDC module on the high command voltage side is selected to supply power to the high command voltage side when the voltage difference of the load is large, and the DCDC module on the low command voltage side is selected to supply power to the low command voltage side when the voltage difference of the load is small.
Although such a processing scheme can satisfy the service life requirement of each DCDC module, when the DCDC module on the high command voltage side enters an overcurrent protection state (output current limiting control), there is a problem that the voltage drops to a value smaller than the output voltage of the DCDC module on the low command voltage side. This may result in the DCDC module on the low command voltage side not being able to efficiently supply power to the load, so that the load is under powered, and the output regulation of both DCDC modules is deteriorated.
Disclosure of Invention
The technical problem solved by the invention is how to better prevent the output regulation of the DCDC module from deteriorating.
In order to solve the above technical problem, an embodiment of the present invention provides a load charging method for an automobile, including: monitoring a pressure differential of the load; and sending a charging instruction to the first DCDC module and the second DCDC module according to the monitoring result so as to charge the load.
Optionally, the charging action start time of the first DCDC module to the load is different from the charging action start time of the second DCDC module to the load.
Optionally, the charging instruction is sent to the first DCDC module and the second DCDC module at the same time, and a length of a wire coupling the first DCDC module and the load is different from a length of a wire coupling the second DCDC module and the load.
Optionally, the charging instruction is sent to the first DCDC module and the second DCDC module at the same time, and a resistance between the first DCDC module and the load is different from a resistance between the second DCDC module and the load.
Optionally, the charging instruction value indicated by the charging instruction sent to the first DCDC module is equal to the charging instruction value indicated by the charging instruction sent to the second DCDC module.
Optionally, the charging instruction is sent to the first DCDC module and the second DCDC module sequentially.
Optionally, a charging instruction value indicated by the charging instruction sent to the first DCDC module is different from a charging instruction value indicated by the charging instruction sent to the second DCDC module.
Optionally, the service life of the DCDC module with the earlier charging action starting time to the load is longer than the service life of the DCDC module with the later charging action starting time to the load.
Optionally, the sending the charging instruction to the first DCDC module and the second DCDC module according to the monitoring result includes: and sending a charging command to the first DCDC module and the second DCDC module when the monitoring result shows that the voltage difference of the load exceeds the charging limit of the single DCDC module.
Optionally, the first DCDC module is integrated in the PCU of the vehicle, and the second DCDC module is integrated in the triad module of the vehicle; alternatively, the first DCDC module is integrated into the tri-in-one module of the vehicle and the second DCDC module is integrated into the PCU of the vehicle.
In order to solve the above technical problem, an embodiment of the present invention further provides a load charging device for an automobile, including: a monitoring module for monitoring a pressure differential of the load; and the sending module is used for sending a charging instruction to the first DCDC module and the second DCDC module according to the monitoring result so as to charge the load.
To solve the above technical problem, an embodiment of the present invention further provides a storage medium, on which a computer program is stored, and the computer program executes the steps of the above method when being executed by a processor.
In order to solve the above technical problem, an embodiment of the present invention further provides a terminal, including a memory and a processor, where the memory stores a computer program capable of running on the processor, and the processor executes the steps of the method when running the computer program.
Compared with the prior art, the technical scheme of the embodiment of the invention has the following beneficial effects:
the embodiment of the invention provides a load charging method for an automobile, which comprises the following steps: monitoring a pressure differential of the load; and sending a charging instruction to the first DCDC module and the second DCDC module according to the monitoring result so as to charge the load. Compared with the prior technical scheme that the load is supplied with power only based on a single DCDC module at a time, the embodiment controls two DCDC modules to supply power to the load together based on the charging instruction. Therefore, the output regulation of the DCDC module can be effectively prevented from deteriorating, the service life of components can be prolonged, and the balance of output current can be regulated.
Further, a charging action start time of the first DCDC module to the load is different from a charging action start time of the second DCDC module to the load. For example, the two DCDC modules work sequentially under hardware or software control, and the DCDC module with the prior long service life supplies power to the load. For example, the hardware control method realizes the method for adjusting the output of the automobile load by arranging a resistor at the load end, so that the service life of the part can be effectively prolonged.
Drawings
FIG. 1 is a flow chart of a method for charging a load of an automobile in accordance with an embodiment of the present invention;
FIG. 2 is a system diagram of an exemplary application scenario in accordance with an embodiment of the present invention;
fig. 3 to 5 are graphs illustrating output current changes when the first DCDC module and the second DCDC module respectively use different output voltages to charge the load in the application scenario illustrated in fig. 2;
fig. 6 is a schematic structural diagram of a load charging apparatus for an automobile according to an embodiment of the present invention.
Detailed Description
As noted in the background, there are drawbacks to the control logic of existing vehicles when using DCDC modules to power a load, resulting in degraded output regulation of the DCDC module.
In order to solve the above technical problem, an embodiment of the present invention provides a load charging method for an automobile, including: monitoring a pressure differential of the load; and sending a charging instruction to the first DCDC module and the second DCDC module according to the monitoring result so as to charge the load.
The embodiment controls the two DCDC modules to supply power to the load together based on the charging instruction. Therefore, the output regulation of the DCDC module can be effectively prevented from deteriorating, the service life of components can be prolonged, and the balance of output current can be regulated.
In order to make the aforementioned objects, features and advantages of the present invention comprehensible, embodiments accompanied with figures are described in detail below.
Fig. 1 is a flowchart of a load charging method for an automobile according to an embodiment of the present invention.
The automobile can be an electric automobile or a fuel cell electric automobile.
The load can be a low-voltage device on an automobile, such as an on-board battery (12V battery).
The present embodiment may be implemented by a vehicle Control Unit (HV-ECU, where the ECU is an abbreviation of an Electronic Control Unit) of an automobile.
In particular, the vehicle may include two DCDC modules, respectively designated as a first DCDC module and a second DCDC module. The two DCDC modules are respectively arranged in a three-in-one module and a Power Control Unit (PCU for short) of the automobile. The three-in-one module is an important part in a charging system of a fuel cell electric automobile, and integrates a charging function, a DCDC function and an energy distribution function.
More specifically, the loads are respectively coupled to the first and second DCDC modules by wires.
The first DCDC module is disposed in the PCU, and the second DCDC module is disposed in the triad module.
Further, referring to fig. 1, the method for charging a load of an automobile according to the present embodiment may include the following steps:
step S101, monitoring the pressure difference of the load;
and step S102, sending a charging instruction to the first DCDC module and the second DCDC module according to the monitoring result so as to charge the load.
For example, the vehicle control unit may determine whether charging to the load is required by monitoring the pressure difference of the load, and execute the step S102 when the determination result indicates that charging is required.
In one implementation, a charging action start time of the first DCDC module to the load is different from a charging action start time of the second DCDC module to the load. That is, for the load side, the load may receive power from the first DCDC module and power from the second DCDC module sequentially. Reflected to the DCDC module side, the two DCDC modules can be regarded as working in sequence.
Further, the service life of the DCDC module with the earlier charging action starting time to the load is longer than that of the DCDC module with the later charging action starting time to the load. In general, since the DCDC module provided in the PCU has a long life, the first DCDC module is operated first and the second DCDC module is operated later in this embodiment.
Further, the two DCDC modules can work in sequence through hardware coupling, and can also be controlled by software.
In one implementation, the charging instruction may be sent to a first DCDC module and a second DCDC module simultaneously, and a wire length of a wire coupling the first DCDC module and the load is different from a wire length of a wire coupling the second DCDC module and the load.
Specifically, the difference in wire length of the wires directly affects the equivalent resistance value of the wires, which also results in the voltage drop loss of the first DCDC module to the load being different from the voltage drop loss of the second DCDC module to the load.
Accordingly, when two DCDC modules respond to the charging command simultaneously to supply power to the load, the times at which the power of the two DCDC modules reaches the load via the respective connected conductors are staggered.
Therefore, for the DCDC module side, the two DCDC modules simultaneously respond to the charging instruction of the whole vehicle controller; for the load side, the electric power provided by the two DCDC modules is received successively, which is equivalent to that the two DCDC modules are started successively.
For example, the longer life first DCDC module has a shorter length of wire between it and the load, so that the first DCDC module operates first. Accordingly, the length of the wire between the second DCDC module and the load is long, so that the power supply of the second DCDC module reaches the load later than the power supply of the first DCDC module.
Further, by adjusting the specific wire length of the wire, the time when the power supply of the second DCDC module reaches the load can be just the time when the power supply of the first DCDC module is insufficient to meet the power demand of the load.
In one variation, the charging command is sent to a first DCDC module and a second DCDC module simultaneously, and a resistance between the first DCDC module and the load is different from a resistance between the second DCDC module and the load.
For example, the resistance between the first DCDC module and the load is small, so that the first DCDC module operates first. Accordingly, the resistance between the second DCDC module and the load is large, so that the second DCDC module operates afterwards.
Further, by adjusting the specific value of the resistor, the time when the power supply of the second DCDC module reaches the load is just the time when the power supply of the first DCDC module is insufficient to meet the power demand of the load.
The above embodiment of implementing the two DCDC modules to operate sequentially based on the wire length or the resistance of the wire may be understood as an embodiment implemented based on hardware control.
In a common specific implementation manner of the two embodiments, the charging instruction value indicated by the charging instruction sent to the first DCDC module may be equal to the charging instruction value indicated by the charging instruction sent to the second DCDC module. For example, the charging command is only one, and the vehicle control unit sends the charging command to the first DCDC module and the second DCDC module at the same time.
Fig. 2 is a system diagram of an exemplary application scenario according to an embodiment of the present invention.
Specifically, referring to fig. 2, a resistor R1 is disposed between the first DCDC module 21 and the load 23, and a resistor R2 is disposed between the second DCDC module 22 and the load 23. Assume that the output voltage of the first DCDC module 21 is V1 and the output current is I1, and the output voltage of the second DCDC module 22 is V2 and the output current is I2.
Accordingly, in the context of the present application, the vehicle control unit may adjust the output current I1 of the first DCDC module 21 and the output current I2 of the second DCDC module based on equation (1).
V1-I1×R1＝V2-I2×R2 (1)
Fig. 3 to 5 show output current variation graphs when the first DCDC module 21 and the second DCDC module 22 respectively use different output voltages V1 and V2 to charge the load 23 in the present application scenario. Assuming that R1: R2 is 1:2, in fig. 3 to 5, the abscissa represents the current load required by the entire vehicle system, and the ordinate represents the load that the DCDC module can output.
Fig. 3 is a graph illustrating a change in output current when the output voltage V1 is equal to V2 is equal to 14.4V; fig. 4 is a graph showing the change of the output current when the output voltage V1 is 14V and the output voltage V2 is 14.4V; fig. 5 is a graph showing changes in output current when the output voltage V1 is 14.4V and the output voltage V2 is 14V. The dashed lines in fig. 3 to 5 represent the load current required by the entire vehicle system.
As can be seen from a comparison of fig. 3 to 5, when V1 is V2 is 14.4V, the output currents of the two DCDC modules are distributed according to the ratio of the resistance values R1 and R2 under the condition that the required load of the entire vehicle system is shown by a dotted line. When V1 is 14V, V2 is 14.4V, the system starts to start, and power is preferentially output from the second DCDC module (as shown in fig. 4); conversely, when V1 is 14.4V, V2 is 14V, the system starts to start, and power is preferentially supplied from the first DCDC module output (as shown in fig. 5).
In a variation of this embodiment, the charging instruction may be sent to the first DCDC module and the second DCDC module sequentially. That is, the time-sharing starting of the two DCDC modules can be realized in a software control manner.
For example, the vehicle control unit may generate and transmit a corresponding charging command for a DCDC module that needs to be operated first. Further, when the differential pressure of the load exceeds the power supply capacity of the DCDC module which works first, the vehicle control unit generates a corresponding charging instruction for the other DCDC module and sends the charging instruction, so that the two DCDC modules supply power to the load together.
Further, the charging instruction value indicated by the charging instruction sent to the first DCDC module may be different from the charging instruction value indicated by the charging instruction sent to the second DCDC module. Therefore, the vehicle control unit can determine the charging instruction more accurately according to the real-time pressure difference of the load, and the load overcharge can be avoided.
In a variation, the step S102 may include the steps of: and sending a charging command to the first DCDC module and the second DCDC module when the monitoring result shows that the voltage difference of the load exceeds the charging limit of the single DCDC module. That is, the vehicle control unit may determine the power demand of the load according to the voltage difference of the load, and when the power demand of the load exceeds the charging limit of a single DCDC module, the vehicle control unit determines that the two DCDC modules need to be controlled to supply power to the load together.
By adopting the embodiment, the output regulation of the DCDC module can be effectively prevented from deteriorating, the service life of components can be prolonged, and the balance of output current can be regulated.
Fig. 6 is a schematic structural diagram of a load charging apparatus for an automobile according to an embodiment of the present invention. Those skilled in the art will appreciate that the load charging apparatus 6 for an automobile according to the present embodiment can be used to implement the method solution described in the embodiment of fig. 1.
Specifically, referring to fig. 6, the load charging apparatus 6 for an automobile according to the present embodiment may include: a monitoring module 61 for monitoring a pressure difference of the load; and a sending module 62, configured to send a charging instruction to the first DCDC module and the second DCDC module according to the monitoring result, so as to charge the load.
For more details of the operation principle and the operation mode of the load charging apparatus 6 for an automobile, reference may be made to the description in fig. 1, and further details are not repeated here.
Further, the embodiment of the present invention also discloses a storage medium, on which a computer program is stored, and when the computer program is executed by a processor, the method technical solution described in the embodiment shown in fig. 1 is executed. Preferably, the storage medium may include a computer-readable storage medium such as a non-volatile (non-volatile) memory or a non-transitory (non-transient) memory. The storage medium may include ROM, RAM, magnetic or optical disks, etc.
Further, an embodiment of the present invention further discloses a terminal, which includes a memory and a processor, where the memory stores a computer program capable of running on the processor, and the processor executes the technical solution of the method in the embodiment shown in fig. 1 when running the computer program. Specifically, the terminal may be a vehicle control unit of the automobile.
Although the present invention is disclosed above, the present invention is not limited thereto. Various changes and modifications may be effected therein by one skilled in the art without departing from the spirit and scope of the invention as defined in the appended claims.
Claims (13)
1. A method of charging a load for a vehicle, comprising:
monitoring a pressure differential of the load;
and sending a charging instruction to the first DCDC module and the second DCDC module according to the monitoring result so as to charge the load.
2. The method according to claim 1, wherein the start time of the charging action of the first DCDC module on the load is different from the start time of the charging action of the second DCDC module on the load.
3. The load charging method according to claim 2, wherein the charging command is sent to a first DCDC module and a second DCDC module simultaneously, and wherein a wire length of a wire coupling the first DCDC module and the load is different from a wire length of a wire coupling the second DCDC module and the load.
4. The load charging method according to claim 2, wherein the charging command is sent to a first DCDC module and a second DCDC module simultaneously, and wherein a resistance between the first DCDC module and the load is different from a resistance between the second DCDC module and the load.
5. The load charging method according to claim 3 or 4, wherein the value of the charging command indicated by the charging command sent to the first DCDC module is equal to the value of the charging command indicated by the charging command sent to the second DCDC module.
6. The load charging method according to claim 1 or 2, wherein the charging instruction is sent to the first DCDC module and the second DCDC module sequentially.
7. The load charging method according to claim 6, wherein the charging command value indicated by the charging command sent to the first DCDC module is different from the charging command value indicated by the charging command sent to the second DCDC module.
8. The method according to claim 2, wherein the DCDC module having the earlier start time of the charging action on the load has a longer service life than the DCDC module having the later start time of the charging action on the load.
9. The method according to claim 1, wherein the sending the charging command to the first DCDC module and the second DCDC module according to the monitoring result comprises:
and sending a charging command to the first DCDC module and the second DCDC module when the monitoring result shows that the voltage difference of the load exceeds the charging limit of the single DCDC module.
10. The method of claim 1, wherein a first DCDC module is integrated into the PCU of the vehicle and the second DCDC module is integrated into a tri-in-one module of the vehicle; alternatively, the first DCDC module is integrated into the tri-in-one module of the vehicle and the second DCDC module is integrated into the PCU of the vehicle.
11. A load charging apparatus for an automobile, comprising:
a monitoring module for monitoring a pressure differential of the load;
and the sending module is used for sending a charging instruction to the first DCDC module and the second DCDC module according to the monitoring result so as to charge the load.
12. A storage medium having a computer program stored thereon, the computer program, when being executed by a processor, performing the steps of the method according to any one of claims 1 to 10.
13. A terminal comprising a memory and a processor, the memory having stored thereon a computer program operable on the processor, wherein the processor, when executing the computer program, performs the steps of the method of any of claims 1 to 10.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202011606068.6A CN114696386A (en) | 2020-12-28 | 2020-12-28 | Load charging method and device for automobile, storage medium and terminal |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202011606068.6A CN114696386A (en) | 2020-12-28 | 2020-12-28 | Load charging method and device for automobile, storage medium and terminal |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN114696386A true CN114696386A (en) | 2022-07-01 |
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Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202011606068.6A Pending CN114696386A (en) | 2020-12-28 | 2020-12-28 | Load charging method and device for automobile, storage medium and terminal |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN114696386A (en) |
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2020
- 2020-12-28 CN CN202011606068.6A patent/CN114696386A/en active Pending
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