CN115173530A

CN115173530A - Vehicle power supply system and method and vehicle

Info

Publication number: CN115173530A
Application number: CN202210941793.1A
Authority: CN
Inventors: 韦思聪; 蒋敏; 张伟; 谭庆
Original assignee: Avatr Technology Chongqing Co Ltd
Current assignee: Avatr Technology Chongqing Co Ltd
Priority date: 2022-08-08
Filing date: 2022-08-08
Publication date: 2022-10-11

Abstract

The embodiment of the application discloses a vehicle power supply system, a vehicle power supply method and a vehicle, and relates to the technical field of vehicles, wherein the vehicle power supply system comprises a direct current-to-direct current module, a first storage battery, a second storage battery, a first load and a second load, and the second load comprises a power utilization device related to the driving safety of the vehicle; the input end of the direct current-to-direct current module is used for being coupled with a power battery of a vehicle; the output end of the direct current-to-direct current module is coupled to the first end of the first storage battery, the first end of the first load, the first end of the second storage battery and the first end of the second load; the second terminal of the first battery is coupled to the second terminal of the first load, the second terminal of the second battery, and the second terminal of the second load. This application can charge to main battery and supplementary battery through direct current to direct current module simultaneously, need not improve the power supply demand that the capacity of assisting the battery just can satisfy the redundancy with electrical apparatus, consequently can reduce the weight of vehicle and the cost of vehicle.

Description

Vehicle power supply system and method and vehicle

Technical Field

The application relates to the technical field of vehicles, in particular to a vehicle power supply system and method and a vehicle.

Background

At present, electric vehicles are favored by users due to the advantages of energy conservation, environmental protection and the like, and along with the development of electric vehicles, automatic driving technology is gradually applied to electric vehicles, for example, more and more electric vehicles have automatic driving modes.

For the automatic driving mode of the electric vehicle, based on the consideration of safety, the electrical appliances related to driving safety (such as electrical appliances related to braking or steering) need to be designed redundantly, that is, a main storage battery is arranged to supply power to main electrical appliances, and an auxiliary storage battery is arranged to supply power to redundant electrical appliances (the electrical appliances related to driving safety can be called as redundant electrical appliances), so as to ensure that the redundant electrical appliances can normally work when the main power supply system of the electric vehicle can not normally work, and the auxiliary storage battery can supply power to the redundant electrical appliances of the electric vehicle, so as to ensure the normal work of the redundant electrical appliances, so that a driver can emergently handle the vehicle and ensure the safe driving.

However, the conventional electric vehicle cannot charge the main battery and the auxiliary battery at the same time, which results in that the auxiliary battery cannot maintain a full state of power, and therefore, the capacity of the auxiliary battery needs to be increased to meet the power supply requirement of the redundant electric appliances, and the auxiliary battery with a large capacity results in a heavy vehicle and a high vehicle cost.

Disclosure of Invention

The embodiment of the application provides a vehicle power supply system, a vehicle power supply method and a vehicle, which can charge a main storage battery and an auxiliary storage battery at the same time, so that the power supply requirement of redundant electric appliances can be met without increasing the capacity of the auxiliary storage battery, and the weight of the vehicle and the cost of the vehicle can be reduced.

In a first aspect, an embodiment of the present application provides a vehicle power supply system, which may include a dc-to-dc module, a first storage battery, a second storage battery, a first load, and a second load, where the second load includes an electric device related to driving safety of a vehicle; the input end of the direct current-to-direct current module is used for being coupled with a power battery of a vehicle; the output end of the direct current-to-direct current module is coupled to the first end of the first storage battery, the first end of the first load, the first end of the second storage battery and the first end of the second load; the second terminal of the first battery is coupled to the second terminal of the first load, the second terminal of the second battery, and the second terminal of the second load.

The vehicle power supply system is coupled to a power battery of a vehicle through an input end of a direct current-to-direct current module; the output end of the DC-DC conversion module is coupled to the first end of the first storage battery, the first end of the first load, the first end of the second storage battery and the first end of the second load, and the second end of the first storage battery is coupled to the second end of the first load, the second end of the second storage battery and the second end of the second load. The main storage battery and the auxiliary storage battery can be charged simultaneously through the direct current-to-direct current conversion module, so that the power supply requirement of the redundant electric appliance can be met without increasing the capacity of the auxiliary storage battery, and the weight of the vehicle and the cost of the vehicle can be reduced.

With reference to the first aspect, in a possible implementation manner, in a case that the dc-dc module and the first storage battery are normally powered, the dc-dc module may convert the first voltage into a second voltage, and supply power to the first load, the first storage battery, the second load, and the second storage battery, so that the first storage battery and the second storage battery are kept in a full-power state; the first voltage is the output voltage of the power battery, and the second voltage is smaller than the first voltage.

Based on the possible implementation mode, the first storage battery and the second storage battery are supplied with power through the direct current-to-direct current module, so that the first storage battery and the second storage battery are kept in a full-power state, the auxiliary storage battery with smaller capacity can be used for meeting the power supply requirement of the second load, and the smaller the capacity of the battery is, the lighter the weight of the battery is, and the lower the cost of the battery is, so that the weight and the cost of the vehicle can be reduced.

With reference to the first aspect, in a possible implementation manner, the vehicle power supply system may further include a battery management unit, a first terminal of the battery management unit is coupled to the output terminal of the dc-dc conversion module, and a second terminal of the battery management unit is coupled to the first terminal of the first storage battery and the first terminal of the first load.

Based on this possible implementation, through connect the battery management unit between the output of direct current-to-direct current module and the first end of first battery, the battery management unit can break off the direct current and change the connection between direct current module and the first load to can guarantee that the redundancy electrical apparatus that is relevant with driving safety can normally work under the direct current of vehicle changes the condition that direct current module and first battery are invalid, thereby can guarantee safe the driving.

With reference to the first aspect, in a possible implementation manner, in a case that the dc-dc conversion module fails, the battery management unit disconnects the dc-dc conversion module from the first load, the first storage battery supplies power to the first load, and the second storage battery supplies power to the second load.

Based on the possible implementation mode, under the condition that the direct current-to-direct current module fails, the battery management unit disconnects the connection between the direct current-to-direct current module and the first load, the first storage battery supplies power to the first load, and the second storage battery supplies power to the second load, so that the loads of the vehicle and redundant electric appliances related to driving safety can work normally under the condition that the direct current-to-direct current module of the vehicle fails, and safe driving can be guaranteed.

With reference to the first aspect, in a possible implementation manner, in a case that the first storage battery fails, the battery management unit disconnects the dc-dc conversion module from the first load, and the dc-dc conversion module supplies power to the second storage battery and the second load.

Based on the possible implementation mode, under the condition that the first storage battery is invalid, the battery management unit disconnects the connection between the direct current-to-direct current module and the first load, the direct current-to-direct current module supplies power to the second storage battery and the second load, and therefore the redundant electric appliances related to driving safety can work normally under the condition that the first storage battery of the vehicle is invalid, and safe driving can be guaranteed.

With reference to the first aspect, in a possible implementation manner, when both the dc-dc module and the first storage battery fail, the battery management unit disconnects the connection between the dc-dc module and the first load, and the second storage battery supplies power to the second load.

Based on the possible implementation mode, under the condition that the direct current-to-direct current module and the first storage battery are both invalid, the battery management unit disconnects the connection between the direct current-to-direct current module and the first load, the second storage battery supplies power to the second load, and under the condition that the direct current-to-direct current module of the vehicle and the first storage battery are invalid, the redundant electric appliance related to driving safety can be ensured to normally work, so that safe driving can be ensured.

With reference to the first aspect, in a possible implementation manner, the battery management unit detects circuit state parameters at two ends of the battery management unit, and the battery management unit disconnects the connection between the output end of the dc-to-dc conversion module and the first end of the first load when the circuit state parameters meet a first preset condition; the circuit state parameters at the two ends of the battery management unit meet a first preset condition, wherein the circuit state parameters comprise that the voltage of the first end or the second end of the battery management unit is greater than a first threshold voltage, the voltage of the first end or the second end of the battery management unit is less than a second threshold voltage, or the current of the battery management unit is greater than a threshold current, and the first threshold voltage is greater than the second threshold voltage.

Based on the possible implementation mode, the battery management unit detects circuit state parameters at two ends of the battery management unit, and under the condition that the circuit state parameters meet preset conditions, the battery management unit disconnects the connection between the output end of the direct current-to-direct current conversion module and the first end of the first load, and the battery management unit can perform overvoltage, undercurrent or overcurrent protection on the circuit, so that the electricity utilization safety of the second load can be realized.

With reference to the first aspect, in a possible implementation manner, when the circuit state parameters at the two ends of the battery management unit satisfy a second preset condition, the battery management unit communicates the connection between the output end of the dc-to-dc conversion module and the first end of the first load; the circuit state parameters at the two ends of the battery management unit meet a second preset condition, wherein the voltage of the first end of the battery management unit is greater than or equal to a third threshold voltage and less than or equal to a fourth threshold voltage, the third threshold voltage is greater than a second threshold voltage, and the fourth threshold voltage is less than the first threshold voltage.

Based on the possible implementation mode, the battery management unit detects circuit state parameters at two ends of the battery management unit, and the battery management unit is communicated with the output end of the direct current-to-direct current conversion module and the first end of the first load under the condition that the circuit state parameters meet preset conditions, namely, the battery management unit can detect whether the circuit recovers power supply, and under the condition that the circuit recovers power supply, the DC/DC system can be enabled to continue to supply power to the main storage battery and the main load, so that the stability of power utilization can be further guaranteed.

In a second aspect, embodiments of the present application provide a vehicle that may include a power battery, and a vehicle power supply system as described in any one of the above first aspects.

In a third aspect, an embodiment of the present application provides a vehicle power supply method that may be applied to the vehicle power supply system according to any one of the first aspect described above, and the vehicle power supply method may include: under the condition that the direct current-to-direct current module and the first storage battery normally supply power, the direct current-to-direct current module converts the first voltage into a second voltage and supplies power to the first load, the first storage battery, the second load and the second storage battery so as to enable the first storage battery and the second storage battery to be in a full-power state, the first voltage is output voltage of the power battery, and the second voltage is smaller than the first voltage; under the condition that the direct current-to-direct current module fails, the first storage battery supplies power to the first load, and the second storage battery supplies power to the second load; under the condition that the first storage battery is invalid, the direct current-to-direct current module supplies power to the second storage battery and the second load; and under the condition that the direct current-to-direct current module and the first storage battery are invalid, the second storage battery supplies power to the second load.

In a fourth aspect, there is provided a vehicle power supply apparatus including: a processor and a memory; the memory is configured to store computer-executable instructions, and when the vehicle power supply apparatus is operated, the processor executes the computer-executable instructions stored in the memory, so as to cause the vehicle power supply apparatus to perform the vehicle power supply method according to the third item.

In a fifth aspect, embodiments of the present application provide a computer-readable storage medium having computer program instructions stored thereon. The computer program instructions, when executed by the electronic device, cause the electronic device to implement the vehicle power supply method as described in the third aspect.

In a sixth aspect, the present application provides a computer program product, which includes computer readable code, when the computer readable code runs in an electronic device, causes the electronic device to implement the vehicle power supply method according to the third aspect.

In a seventh aspect, an apparatus (e.g., the apparatus may be a system-on-a-chip) is provided, which includes a processor for enabling an electronic device to implement the functions involved in the third aspect. In one possible design, the apparatus further includes a memory for storing program instructions and data necessary for the electronic device. When the device is a chip system, the device may be composed of a chip, or may include a chip and other discrete devices.

It should be understood that, the beneficial effects of the second to seventh aspects may be referred to the relevant description of the first aspect, and are not described herein again.

Drawings

Fig. 1 is a first structural schematic diagram of a vehicle power supply system according to an embodiment of the present disclosure;

fig. 2 is a schematic structural diagram of a vehicle power supply system according to an embodiment of the present application;

fig. 3 is a schematic structural diagram of a vehicle power supply system provided in the embodiment of the present application;

fig. 4 is a schematic structural diagram of a vehicle power supply system provided in the embodiment of the present application;

fig. 5 is a schematic structural diagram of a vehicle power supply system provided in the embodiment of the present application;

FIG. 6 is a schematic diagram of a PMU circuitry framework according to an embodiment of the present application;

fig. 7 is a schematic diagram of PMU overvoltage protection provided in an embodiment of the present application;

FIG. 8 is a schematic diagram of PMU undervoltage protection provided by an embodiment of the present application;

FIG. 9 is a schematic diagram of PMU overcurrent protection according to an embodiment of the present application;

fig. 10 is a schematic flowchart of a vehicle power supply method according to an embodiment of the present application.

Detailed Description

The technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application, and it is obvious that the described embodiments are only a part of the embodiments of the present application, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present application.

The terms "first", "second" and "first" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of the present application, "a plurality" means two or more unless otherwise specified.

The term "and/or" in this application is only one kind of association relationship describing the associated object, and means that there may be three kinds of relationships, for example, a and/or B, which may mean: a exists alone, A and B exist simultaneously, and B exists alone. In addition, the character "/" in the present disclosure generally indicates that the former and latter associated objects are in an "or" relationship.

As the automatic driving technology is more and more mature, more and more vehicles (such as fuel vehicles, electric vehicles, etc.) also have automatic driving modes, for example, more and more vehicles have automatic driving (Level, L3) Level automatic driving modes under certain conditions.

For the automatic driving mode of the vehicle, based on safety considerations, redundant electrical appliances related to driving safety need to be designed redundantly, so as to ensure that the redundant electrical appliances of the vehicle can work normally after a main power supply system (such as a power battery and a main storage battery of an electric vehicle or a generator and a main storage battery of a fuel vehicle) of the vehicle fails, so that a driver can perform emergency treatment (for example, exit from the automatic driving mode, emergency braking, etc.) on the vehicle, and ensure the safe driving of the vehicle.

At present, for a fuel vehicle with an L3-level automatic driving mode, a power supply system of the fuel vehicle comprises a dual-power supply system, and after a main power supply system of the vehicle fails, redundant electric appliances of the vehicle can normally work by adopting the dual-power supply system, so that the safe driving of the vehicle is ensured. For example, the architecture of a power supply system of a fuel vehicle includes a dual power supply system, a direct-current/direct-current (DC/DC) system, and a generator system, which can meet the power supply requirement of the fuel vehicle under normal conditions, and the power supply requirement of redundant electrical appliances and some non-redundant electrical appliances and the charging requirement of the redundant battery under the condition of failure of a main power supply (i.e., a generator and a main storage battery, which may also be referred to as a main power supply system).

However, for an electric vehicle (such as an electric automobile), the architecture of the power supply system of the electric vehicle is different from that of the power supply system of the fuel vehicle, for example, the DC/DC system of the electric vehicle is mainly powered by the power battery of the electric vehicle (i.e., the power supply providing the power source for the running of the electric vehicle) rather than the generator, and the on-off logic of the internal switch of the DC/DC system of the electric vehicle is also different from that of the internal switch of the DC/DC system of the fuel vehicle. Therefore, although the power system architecture of the fuel-powered vehicle can meet the power supply requirements of the fuel-powered vehicle under the normal condition and the power supply requirements of the redundant electric appliances and some non-redundant electric appliances under the condition of failure of the main power supply, the power system architecture of the fuel-powered vehicle cannot be directly suitable for the electric vehicle.

In addition, for the power supply system of the fuel vehicle, the power supply logic of the DC/DC system is complex, and the auxiliary storage battery can not be kept in a full-charge state all the time under the condition that the vehicle normally runs. The secondary battery is not in a fully charged state, and the loaded capacity of the secondary battery after the failure of the main power supply is greatly influenced. To meet the power requirements of the load following a failure of the primary power source, a larger capacity secondary battery is typically used, thereby increasing the weight and cost of the vehicle.

The embodiment of the application provides a vehicle power supply system, which may include a DC/DC system (also may be referred to as a DC/DC module), one end of the DC/DC system is coupled to a power battery of a vehicle, the other end of the DC/DC system is coupled to the main storage battery and the auxiliary storage battery, the main storage battery may be used to supply power to main loads (such as all electrical appliances of the vehicle) of the vehicle in case of failure of the DC/DC system (i.e., the DC/DC system cannot normally supply power), and the auxiliary storage battery may be used to supply power to redundant loads (such as electrical appliances related to driving safety, also may be referred to as redundant electrical appliances) of the vehicle in case of failure of the DC/DC system. That is to say, this application can charge to main battery and auxiliary battery through direct current to direct current module simultaneously, consequently need not improve auxiliary battery's capacity just can satisfy the power supply demand of redundant electrical apparatus to can reduce the weight of vehicle and the cost of vehicle.

Under normal operating conditions, the main load of the vehicle is supplied by the DC/DC system and the main storage battery together, and meanwhile, the DC/DC system supplies power to the redundant load. And under the condition that a main power supply system (namely a DC/DC system and/or a main storage battery of the electric vehicle) of the vehicle fails, the auxiliary storage battery can supply power for the redundant load, so that the redundant load can work normally. Therefore, the vehicle power supply system provided by the application can ensure that the redundant load can work normally under the condition that the main power supply system of the electric vehicle fails. The normal work of the redundant load enables a driver to control the electric vehicle to exit from an automatic driving mode and carry out emergency braking and other treatment, so that the safe driving of the vehicle can be ensured under the condition that the main power supply system fails.

And, since one end of the DC/DC system is coupled to the power battery of the vehicle and the other end of the DC/DC system is coupled to the main storage battery and the auxiliary storage battery, the DC/DC system can simultaneously charge the main storage battery and the auxiliary storage battery, and the main storage battery and the auxiliary storage battery can be maintained in a fully charged state at any time. The auxiliary storage battery can be kept in a full-electricity state at any time, so that the electric quantity of the auxiliary storage battery can meet the power supply requirement of redundant loads under the condition that the main power supply system fails, the auxiliary storage battery with smaller capacity can be used for the vehicle, and the smaller the capacity of the battery, the lighter the weight of the battery is, the lower the cost of the battery is, and the weight and the cost of the vehicle can be reduced.

The following describes a vehicle power supply system provided in an embodiment of the present application. The vehicle power supply system can be applied to vehicles (such as automobiles).

In some examples, the vehicle may be a fuel vehicle, an electric vehicle, or another type of vehicle, which is not limited in the embodiment of the present application. In the embodiment of the present application, the vehicle is schematically described as an example of an electric vehicle.

In some examples, the vehicle may be a vehicle having an L3-level automatic driving mode, and may also be a vehicle having another level automatic driving mode, which is not limited in this embodiment of the present application.

By way of example, taking a vehicle as an electric vehicle as an example, a vehicle power supply system provided by the embodiment of the present application is schematically described with reference to fig. 1.

As shown in fig. 1, the vehicle power supply system may include a DC/DC system (which may be referred to as a DC-to-DC module in the embodiment of the present application), a Power Management Unit (PMU), a main load R1 (which may be referred to as a first load in the embodiment of the present application), a main battery (which may be referred to as a first battery in the embodiment of the present application), an auxiliary battery (which may be referred to as a second battery in the embodiment of the present application), and a redundant load R2 (which may be referred to as a second load in the embodiment of the present application). One end of the DC/DC system (i.e., a high-voltage end or an input end of the DC/DC system) may be coupled to an output end of a power battery of the vehicle, the other end of the DC/DC system (i.e., a low-voltage end or an output end of the DC/DC system) is coupled to one end of the auxiliary battery (i.e., an anode of the auxiliary battery), one end of the redundant load R2, and one end of the PMU, respectively, the other end of the PMU is coupled to one end of the main load R1 and one end of the main battery (i.e., an anode of the main battery), the other end of the auxiliary battery (i.e., a cathode of the auxiliary battery), the other end of the main load R1, and the other end of the redundant load R2 are coupled to ground.

For example, the main load R1 may include all electrical devices of the vehicle, such as a vehicle controller, vehicle lighting, and the like. In some examples, the primary load R1 may also include a redundant load R2 related to driving safety. The redundant loads R2 may comprise loads relevant to driving safety, for example, loads relevant to vehicle braking or vehicle steering. In some examples, when the DC/DC system and/or the primary battery of the electric vehicle fails, if the redundant load R2 is in a power-on state, the redundant load R2 may prompt the driver to exit the automatic driving mode, and the driver may emergency brake or steer the vehicle by controlling the redundant load R2 in the power-on state.

In some examples, the DC/DC system failure may include a component connection failure and/or a component failure in the DC/DC system, and may also include a power battery failure (for example, a power battery failure and/or a low battery). The main storage battery failure comprises main storage battery failure and/or the electric quantity of the main storage battery is low, the specific situation of the main storage battery failure is not limited in the embodiment of the application, and any situation which causes the main storage battery to be incapable of working normally can be regarded as the main storage battery failure.

When the vehicle power supply system shown in fig. 1 is operating in normal conditions (i.e., neither the DC/DC system nor the main battery is failing), the switch of the PMU is closed as shown in fig. 2, and power is supplied from the power battery to the main battery and the main load R1 via the DC/DC system and the PMU. Meanwhile, the power battery can also continuously supply power to the redundant loop (comprising the auxiliary storage battery and the redundant load R2) through the DC/DC system, so that the auxiliary storage battery can be ensured to keep a full-power state. Since the auxiliary battery is kept in a full state, when the DC/DC system and/or the main battery fails, the electric power of the auxiliary battery in the full state can satisfy the power supply requirement of the redundant load R2, so that the vehicle can use the auxiliary battery with a smaller capacity, and since the smaller the capacity of the battery, the lighter the weight of the battery is and the lower the cost is, the lower the weight and the lower the cost of the vehicle can be.

When the DC/DC system in the vehicle power supply system shown in fig. 1 fails (i.e., the power battery cannot normally supply power or the DC/DC system cannot normally supply power), the switch of the PMU is in an off state as shown in fig. 3, i.e., the PMU may disconnect the DC/DC system from the main load R1. At the moment, the main storage battery supplies power to the main load R1, and meanwhile, the auxiliary storage battery supplies power to the redundant load R2, so that normal power supply of the redundant load R2 can be guaranteed under the condition that the DC/DC system fails, and a driver can guarantee safe driving of a vehicle by controlling the redundant load R2. For example, the driver can brake the vehicle by means of a brake application comprised by the redundant load R2, or can safely steer the vehicle by means of a steering lamp comprised by the redundant load R2. In addition, the redundant load R2 in the normal power supply state can prompt a user through an electric appliance (such as an electric appliance capable of displaying prompt information or an electric appliance capable of playing prompt information in a voice mode), and the user is prompted to quit the automatic driving, so that the function of quitting the automatic driving in an elegant mode can be achieved.

When the main battery in the vehicle power supply system shown in fig. 1 fails (i.e., the main battery cannot normally supply power), the switch of the PMU is in an open state as shown in fig. 4, i.e., the PMU can disconnect the DC/DC system from the main load R1. At this time, the power battery supplies power to the auxiliary battery and the redundant load R2 through the DC/DC system, and the auxiliary battery may also supply power to the redundant load R2. Because when the main storage battery fails, the auxiliary storage battery can supply power to the redundant load, the auxiliary storage battery can ensure the normal work of the redundant load R2, and the PMU disconnects the connection between the DC/DC system and the main load R1, so that the overlarge output voltage of the DC/DC system caused by the overlarge current change rate of the redundant load R2 can be avoided. According to the embodiment of the application, when the single point of the main storage battery fails, the voltage stability of the DC/DC system can be maintained, the voltage change rate of the DC/DC system is not more than 10%, the auxiliary storage battery in a full-power state supplies power to the redundant load R2, and the auxiliary storage battery is guaranteed to be strong in load carrying capacity and durable.

When both the DC/DC system and the main battery in the vehicle power supply system shown in fig. 1 fail (i.e., neither the main battery nor the DC/DC system can normally supply power), the switch of the PMU is in an off state as shown in fig. 5, i.e., the PMU can disconnect the connection between the DC/DC system and the main load R1. At this time, the auxiliary battery supplies power to the redundant load R2. That is to say, under the condition that both the DC/DC system and the main battery fail, the PMU may quickly disconnect the connection between the main circuit (including the main battery and the main load R1) and the redundant circuit, and the auxiliary battery in a fully charged state may supply power to the redundant load R2, so that the driver may control the vehicle to exit the automatic driving mode, perform emergency braking, and the like through the redundant load R2, thereby ensuring safe driving of the vehicle.

The vehicle power supply system that this application embodiment provided can be when normal operating mode, through DC/DC system to main battery and main load R1 power supply to and continuously supply power for redundant return circuit (including auxiliary battery and redundant load R2) through DC/DC system, thereby can guarantee that the auxiliary battery keeps full charge state, consequently use less capacity auxiliary battery just can satisfy the power supply demand of redundant load R2, can reduce the weight and the cost of vehicle. When the DC/DC system fails, the main storage battery can supply power for the main load R1, and meanwhile, the auxiliary storage battery can supply power for the redundant load R2, so that normal power supply of the redundant load R2 can be guaranteed under the condition that the DC/DC system fails, and a driver can guarantee safe driving of a vehicle by controlling the redundant load R2. When the main storage battery fails, the DC/DC system can supply power to the auxiliary storage battery and the redundant load R2, and meanwhile, the auxiliary storage battery can also supply power to the redundant load R2. Because the auxiliary storage battery can supply power to the redundant load R2 when the main storage battery fails, the auxiliary storage battery can ensure the normal operation of the redundant load R2. When the DC/DC system and the main storage battery are both in failure, the auxiliary storage battery can supply power to the redundant load R2, and the auxiliary storage battery in a full-power state can supply power to the redundant load R2, so that a driver can control the vehicle to quit automatic driving through the redundant load R2. Therefore, the vehicle power supply system provided by the embodiment of the application can ensure that the redundant electrical equipment related to driving safety can work normally under the condition that the main power supply system (namely the DC/DC system and/or the main storage battery of the electric vehicle) of the electric vehicle fails.

In some examples, a PMU in the vehicle power supply system may detect whether there is an over-voltage, an under-voltage, or an over-current condition in the circuit, and the vehicle power supply system provided in the embodiments of the present application may be further protected by the PMU from the over-voltage, the under-voltage, and the over-current.

In some examples, the PMU may sense a circuit state parameter across the PMU, and in the event that the circuit state parameter satisfies a first predetermined condition, the PMU disconnects the output of the DC/DC system from the first terminal of the primary load R1. The circuit state parameters at the two ends of the PMU meet the first preset condition, wherein the condition comprises that the voltage of the first end or the second end of the PMU is greater than the first threshold voltage, the voltage of the first end or the second end of the PMU is less than the second threshold voltage, or the current of the PMU is greater than the threshold current. The first threshold voltage may be greater than the second threshold voltage.

The following description will schematically describe the process of protecting the vehicle power supply system from overvoltage, undervoltage and overcurrent by the PMU with reference to fig. 6 to 9.

The circuit framework of the PMU is shown in fig. 6, that is, the PMU may include a Metal Oxide Semiconductor Field Effect Transistor (MOSFET) group (that is, the MOSFET group may perform a switching operation), a MOSFET driver, a voltage sensor 1, a voltage sensor 2, a current sampling module, an overvoltage comparator (which may include a timer and a trigger), an undervoltage comparator (which may include a timer and a trigger), a current comparator, a power supply module, a communication module, and a temperature monitoring module.

Referring to fig. 1 and fig. 6, the voltage sensor 1 may be configured to detect whether the voltage output by the DC/DC system has an over-voltage or an under-voltage, the voltage sensor 2 may be configured to detect whether the voltage on the main battery side has an over-voltage or an under-voltage, and the current sampling module may sample the current on both sides of the MOSFET group (i.e., the current of the PMU). The overvoltage comparator may compare the voltage collected by the voltage sensor 1 with a first threshold voltage, and if it is determined that the voltage collected by the voltage sensor 1 is overvoltage (e.g., the voltage collected by the voltage sensor 1 is greater than or equal to the first threshold voltage), the overvoltage comparator may notify the MOSFET driver so that the MOSFET driver may control the MOSFET bank to turn off to disconnect the DC/DC system from the main load R1.

The under-voltage comparator may determine the voltage collected by the voltage sensor 1, and in a case where the under-voltage comparator determines that the voltage collected by the voltage sensor 1 has an under-voltage (e.g., the voltage collected by the voltage sensor 1 is less than a second threshold voltage, which is less than or equal to the first threshold voltage), the under-voltage comparator may notify the MOSFET driver, so that the MOSFET driver may control the MOSFET group to turn off to disconnect the connection between the DC/DC system and the main load R1.

The current comparator may determine the current collected by the current sampling module, and when the current comparator determines that the current collected by the current sampling module has an overcurrent (e.g., the current collected by the current sampling module is greater than or equal to a threshold current), the current comparator may notify the MOSFET driver, so that the MOSFET driver may control the MOSFET group to turn off to disconnect the connection between the DC/DC system and the main load R1.

The voltage sensor 2 may generate the collected voltage to a Micro Controller Unit (MCU) of the PMU, the MCU determines whether the voltage collected by the voltage sensor 2 is over-voltage or under-voltage, and the MCU may notify the MOSFET driver when the MCU determines that the voltage collected by the voltage sensor 2 is over-voltage or under-voltage, so that the MOSFET driver may control the MOSFET group to be disconnected.

When the overvoltage comparator determines that the voltage collected by the voltage sensor 1 has overvoltage, the overvoltage comparator can inform the MCU, and the MCU informs the MOSFET driver, so that the MOSFET driver can control the MOSFET group to disconnect. Under the condition that the undervoltage comparator determines that undervoltage occurs to the voltage collected by the voltage sensor 1, the undervoltage comparator can also inform the MCU, and the MCU informs the MOSFET drive, so that the MOSFET drive can control the disconnection of the MOSFET group. Under the condition that the current comparator determines that the current collected by the current sampling module has overcurrent, the current comparator can also inform the MCU, and the MCU informs the MOSFET drive, so that the MOSFET drive can control the disconnection of the MOSFET group.

The process of performing PMU overvoltage protection is described in detail below with reference to fig. 7. As shown in fig. 7, the voltage sensor 1 can detect a voltage on the DC/DC system side (e.g., a voltage output from the DC/DC system). The voltage sensor 1 sends the detected voltage to the overvoltage comparator. The overvoltage comparator determines the overvoltage of the voltage detected by the voltage sensor 1. When the overvoltage comparator determines that the voltage detected by the voltage sensor 1 is over-voltage and the time of the over-voltage of the timer included in the overvoltage comparator reaches a time threshold, the trigger included in the overvoltage comparator can inform the MOSFET driver, so that the MOSFET driver can control the MOSFET group to disconnect.

It should be noted that the trigger included in the overvoltage comparator can also notify the MCU, and the MCU notifies the MOSFET driver, so that the MOSFET driver can control the MOSFET group to turn off. Alternatively, the voltage sensor 1 may transmit the detected voltage to the MCU. The MCU determines whether the voltage detected by the voltage sensor 1 is over-voltage or not, and the MCU can inform the MOSFET drive when the voltage detected by the voltage sensor 1 is over-voltage, so that the MOSFET drive can control the disconnection of the MOSFET group.

The process of performing PMU overvoltage protection is described in detail below with reference to fig. 7. As shown in fig. 7, the voltage sensor 1 can detect the voltage on the DC/DC system side. The voltage sensor 1 sends the detected voltage to the overvoltage comparator. The overvoltage comparator determines overvoltage of the voltage detected by the voltage sensor 1. When the overvoltage comparator determines that the voltage detected by the voltage sensor 1 is over-voltage and the time of the over-voltage of the timer included in the overvoltage comparator reaches a time threshold, the trigger included in the overvoltage comparator can inform the MOSFET driver, so that the MOSFET driver can control the MOSFET group to disconnect.

It should be noted that the trigger included in the overvoltage comparator can also notify the MCU, and the MCU notifies the MOSFET driver, so that the MOSFET driver can control the MOSFET group to disconnect. Alternatively, the voltage sensor 1 may transmit the detected voltage to the MCU. The MCU determines whether the voltage detected by the voltage sensor 1 is over-voltage or not, and the MCU can inform the MOSFET drive when the voltage detected by the voltage sensor 1 is over-voltage, so that the MOSFET drive can control the disconnection of the MOSFET group.

As shown in fig. 7, the voltage sensor 2 may collect the voltage of the main battery side and transmit the collected voltage to the MCU, and the MCU determines whether the voltage collected by the voltage sensor 2 has an overvoltage. Under the condition that the MCU determines that the voltage collected by the voltage sensor 2 has overvoltage, the MCU can inform the MOSFET drive, so that the MOSFET drive can control the disconnection of the MOSFET group.

The process of under-voltage protection for PMUs is described in detail below with reference to fig. 8. As shown in fig. 8, the voltage sensor 1 can detect the voltage on the DC/DC system side. The voltage sensor 1 sends the detected voltage to the undervoltage comparator. The voltage detected by the voltage sensor 1 is subjected to overvoltage judgment by the undervoltage comparator. When the undervoltage comparator determines that undervoltage occurs to the voltage detected by the voltage sensor 1, and the time of undervoltage occurrence of the timer included in the undervoltage comparator reaches a time threshold, the trigger included in the undervoltage comparator can inform the MOSFET drive, so that the MOSFET drive can control the MOSFET group to be disconnected.

It should be noted that the trigger included in the under-voltage comparator may also notify the MCU, and the MCU notifies the MOSFET driver, so that the MOSFET driver can control the MOSFET group to disconnect. Alternatively, the voltage sensor 1 may transmit the detected voltage to the MCU. The MCU determines whether the voltage detected by the voltage sensor 1 is under-voltage or not, and under the condition that the MCU determines that the voltage detected by the voltage sensor 1 is under-voltage, the MCU can inform the MOSFET drive, so that the MOSFET drive can control the disconnection of the MOSFET group.

As shown in fig. 8, the voltage sensor 2 may collect the voltage of the main battery side, and send the collected voltage to the MCU, and the MCU determines whether the voltage collected by the voltage sensor 2 is under-voltage. Under the condition that the MCU determines that the voltage collected by the voltage sensor 2 is under-voltage, the MCU can inform the MOSFET drive, so that the MOSFET drive can control the disconnection of the MOSFET group.

The process of performing the overcurrent protection on the PMU will be described in detail below with reference to fig. 9. As shown in fig. 9, the current sampling module may collect the current on both sides of the MOSFET group and send the collected current to the current comparator. The current comparator determines whether the current collected by the current sampling module has over-current. And under the condition that the current comparator determines that the current collected by the current sampling module has overcurrent, the current comparator informs the MOSFET drive, so that the MOSFET drive can control the disconnection of the MOSFET group.

It should be noted that, when the current comparator determines that the current collected by the current sampling module has an overcurrent, the current comparator may also notify the MCU, so that the MCU may notify the MOSFET driver, and the MOSFET driver may control the MOSFET group to disconnect.

In some examples, the PMU communicates a connection between the output of the DC/DC system and the first end of the primary load R1 in the event that the circuit state parameters across the PMU satisfy a second predetermined condition. The circuit state parameters at the two ends of the PMU meet the second preset condition, wherein the voltage at the first end of the PMU is greater than or equal to the third threshold voltage and less than or equal to the fourth threshold voltage. The third threshold voltage may be greater than the second threshold voltage described above. The fourth threshold voltage may be less than the first threshold voltage described above.

For example, when the PMU detects that the voltage at the DC/DC system side returns to normal (e.g., the voltage output by the DC/DC system is greater than or equal to the third threshold voltage and less than or equal to the fourth threshold voltage), the PMU may connect the connection between the output of the DC/DC system and the primary load R1.

The vehicle power supply system that this application embodiment provided detects overvoltage, undervoltage or the condition of overflowing in the vehicle power supply system through the PMU to when there is overvoltage, undervoltage or the condition of overflowing in the vehicle power supply system, cut off the connection between DC/DC system and the main load R1 fast, can ensure the normal work of redundant load. Because PMU can accomplish at microsecond level and cut off, the power consumption safety and stability has been ensured more, simultaneously, PMU can also detect whether the voltage of DC/DC system side resumes normally, when detecting that the voltage of DC/DC system side resumes normally, PMU's switch is closed to be connected between the output of intercommunication DC/DC system and the main load R1, thereby make DC/DC system can continue to main battery, the main load power supply, auxiliary battery and redundant load power supply, thereby can further ensure the stability of power consumption.

It should be noted that, in order to ensure that the redundant load related to driving safety can work normally when the main power supply system of the vehicle such as an electric vehicle fails, the current overshoot of the redundant circuit is not more than 10% by improving the load carrying capacity of the DC/DC system so that the DC/DC system can bear the current change of the redundant circuit when the main storage battery fails, and thus the power supply of the redundant load can be satisfied, the power utilization stability can be further ensured, and the safe driving of the vehicle can be ensured. In addition, two independent power supplies can be provided to a Mobile Data Center (MDC) and a domain sensor of the vehicle, so that failure of two power supplies due to single-point or multi-point failure can be avoided, unexpected overvoltage or undervoltage can be avoided through input power supply of any one power supply, power utilization stability can be further guaranteed, and safe driving of the vehicle can be guaranteed.

The embodiment of the application also provides a vehicle which can comprise a power battery and the vehicle power supply system in the embodiment. The power battery is used for providing power for the running of the electric vehicle.

The embodiment of the application also provides a vehicle power supply method, and the method can be applied to the vehicle power supply system shown in fig. 1 to 5. As shown in connection with fig. 10, the vehicle power supply method may include the following S1001 to S1005.

S1001, the PMU detects whether the direct current-to-direct current module and the first storage battery supply power normally.

The DC-DC module may be the above DC/DC system, and the first battery may be the above main battery.

PMU detects direct current and changes whether normal power supply of direct current module and first battery can include: the PMU detects circuit state parameters at two ends of the PMU, and under the condition that the circuit state parameters meet a first preset condition, the PMU can determine that the direct current-to-direct current module fails or the first storage battery fails. The circuit state parameters at the two ends of the PMU meet the first preset condition, wherein the condition comprises that the voltage of the first end or the second end of the PMU is greater than the first threshold voltage, the voltage of the first end or the second end of the PMU is less than the second threshold voltage, or the current of the PMU is greater than the threshold current. The first threshold voltage may be greater than the second threshold voltage.

For example, the PMU may determine that the dc-to-dc module is failed in the event the PMU detects that the voltage at the first terminal of the PMU (i.e., the terminal at which the PMU is coupled to the dc-to-dc module) is greater than a first threshold voltage. In the event that the PMU senses that the voltage at the second terminal of the PMU (i.e., the terminal at which the PMU is coupled to the first battery) is greater than the first threshold voltage, the PMU may determine that the first battery is dead. In the case that the PMU detects that the voltage at the first end of the PMU (i.e., the end of the PMU coupled to the dc-to-dc module) is less than the second threshold voltage, the PMU may determine that the dc-to-dc module is failed. In the event that the PMU senses that the voltage at the second terminal of the PMU (i.e., the terminal at which the PMU is coupled to the first battery) is less than the second threshold voltage, the PMU may determine that the first battery is dead.

The first threshold voltage, the second threshold voltage and the threshold current may be set according to actual conditions, which is not limited in the embodiment of the present application.

S1002, under the condition that the direct current-to-direct current module and the first storage battery normally supply power, the direct current-to-direct current module converts the first voltage into a second voltage and supplies power to the first load, the first storage battery, the second load and the second storage battery.

Under the condition that the PMU determines that the DC-DC conversion module and the first storage battery supply power normally, the PMU can keep the connection between the output end of the DC-DC conversion module and the first end of the first load so as to keep the first storage battery and the second storage battery in a full-power state, the first voltage is the output voltage of the power battery, and the second voltage can be smaller than the first voltage.

The first load may be the primary load described above, the second load may be the redundant load described above, and the second battery may be the secondary battery described above.

The first voltage may also be an output voltage of a generator of the fuel vehicle, that is, the vehicle power supply system and the vehicle power supply method provided in the embodiment of the present application may also be applied to the fuel vehicle.

And S1003, under the condition that the direct current-to-direct current module fails, the first storage battery supplies power to the first load, and the second storage battery supplies power to the second load.

Under the condition that the direct current-to-direct current module fails, the battery management unit disconnects the connection between the direct current-to-direct current module and the first load, the first storage battery supplies power to the first load, and the second storage battery supplies power to the second load.

And S1004, under the condition that the first storage battery is failed, the direct current-to-direct current module supplies power to the second storage battery and the second load.

Under the condition that the first storage battery is invalid, the battery management unit disconnects the connection between the direct current-to-direct current module and the first load, and the direct current-to-direct current module supplies power to the second storage battery and the second load, so that the redundant electric appliances related to driving safety can work normally under the condition that the first storage battery of the vehicle is invalid, and safe driving can be guaranteed.

And S1005, under the condition that the direct current-to-direct current module and the first storage battery are both failed, the second storage battery supplies power to the second load.

Under the condition that the direct current-to-direct current module and the first storage battery are both invalid, the battery management unit disconnects the connection between the direct current-to-direct current module and the first load, the second storage battery supplies power to the second load, and therefore the redundant electric appliances related to driving safety can work normally under the condition that the direct current-to-direct current module of the vehicle and the first storage battery are invalid, and safe driving can be guaranteed.

The embodiment of the application also provides a chip, and the chip can be applied to the vehicle. The chip includes one or more interface circuits and one or more processors; the interface circuit and the processor are interconnected through a line; the processor receives and executes computer instructions from the memory of the electronic device through the interface circuitry to implement the methods described in the above method embodiments.

Embodiments of the present application further provide a computer-readable storage medium having computer program instructions stored thereon. The computer program instructions, when executed by the electronic device, cause the electronic device to implement the vehicle power supply method as described above.

The embodiment of the present application further provides a computer program product, which includes computer instructions for operating the electronic device as described above, and when the computer instructions are operated in the electronic device, the electronic device is enabled to implement the vehicle power supply method as described above. Through the above description of the embodiments, it is clear to those skilled in the art that, for convenience and simplicity of description, the foregoing division of the functional modules is merely used as an example, and in practical applications, the above function distribution may be completed by different functional modules according to needs, that is, the internal structure of the device may be divided into different functional modules to complete all or part of the above described functions.

In the several embodiments provided in the present application, it should be understood that the disclosed apparatus and method may be implemented in other manners. For example, the above-described device embodiments are merely illustrative, and for example, the division of the modules or units is only one logical functional division, and there may be other divisions when actually implemented, for example, a plurality of units or components may be combined or may be integrated into another device, or some features may be omitted, or not executed. In addition, the shown or discussed mutual coupling or direct coupling or communication connection may be an indirect coupling or communication connection through some interfaces, devices or units, and may be in an electrical, mechanical or other form.

The units described as separate parts may or may not be physically separate, and parts displayed as units may be one physical unit or multiple physical units, that is, may be located in one place, or may be distributed in multiple different places. Some or all of the units can be selected according to actual needs to achieve the purpose of the solution of the embodiment.

In addition, functional units in the embodiments of the present application may be integrated into one processing unit, or each unit may exist alone physically, or two or more units are integrated into one unit. The integrated unit can be realized in a form of hardware, and can also be realized in a form of a software functional unit.

The integrated unit, if implemented in the form of a software functional unit and sold or used as a stand-alone product, may be stored in a readable storage medium. Based on such understanding, the technical solutions of the embodiments of the present application may be embodied in the form of software products, such as: and (5) programming. The software product is stored in a program product, such as a computer readable storage medium, and includes several instructions for causing a device (which may be a single chip, a chip, or the like) or a processor (processor) to perform all or part of the steps of the methods described in the embodiments of the present application. And the aforementioned storage medium includes: various media capable of storing program codes, such as a U disk, a removable hard disk, a ROM, a RAM, a magnetic disk, or an optical disk.

For example, embodiments of the present application may also provide a computer-readable storage medium having stored thereon computer program instructions. The computer program instructions, when executed by the electronic device, cause the electronic device to implement the vehicle power supply method as described in the preceding method embodiment.

The above description is only an embodiment of the present application, but the scope of the present application is not limited thereto, and any changes or substitutions within the technical scope disclosed in the present application should be covered within the scope of the present application. Therefore, the protection scope of the present application shall be subject to the protection scope of the claims.

Claims

1. A vehicle power supply system is characterized by comprising a direct current-to-direct current module, a first storage battery, a second storage battery, a first load and a second load, wherein the second load comprises a power utilization device related to the driving safety of the vehicle;

the input end of the direct current-to-direct current module is used for being coupled with a power battery of the vehicle;

an output end of the dc-to-dc module is coupled to a first end of the first battery, a first end of the first load, a first end of the second battery, and a first end of the second load;

the second terminal of the first battery is coupled to the second terminal of the first load, the second terminal of the second battery, and the second terminal of the second load.

2. The vehicle power supply system according to claim 1,

under the condition that the direct current-to-direct current module and the first storage battery normally supply power, the direct current-to-direct current module converts a first voltage into a second voltage and supplies power to the first load, the first storage battery, the second load and the second storage battery so as to enable the first storage battery and the second storage battery to be in a full-power state; the first voltage is the output voltage of the power battery, and the second voltage is smaller than the first voltage.

3. The vehicle power supply system of claim 1, further comprising a battery management unit, a first terminal of the battery management unit being coupled to the output of the dc-to-dc module, a second terminal of the battery management unit being coupled to a first terminal of the first battery and a first terminal of the first load.

4. The vehicle power supply system according to claim 3,

under the condition that the direct current-to-direct current module fails, the battery management unit disconnects the direct current-to-direct current module from the first load, the first storage battery supplies power to the first load, and the second storage battery supplies power to the second load.

5. The vehicle power supply system according to claim 3,

and under the condition that the first storage battery fails, the battery management unit disconnects the direct current-direct current module from the first load, and the direct current-direct current module supplies power to the second storage battery and the second load.

6. The vehicle power supply system according to claim 3,

under the condition that the direct current-to-direct current module and the first storage battery are both failed, the battery management unit disconnects the direct current-to-direct current module from the first load, and the second storage battery supplies power to the second load.

7. The vehicle electric supply system according to any one of claims 3 to 6,

the battery management unit detects circuit state parameters at two ends of the battery management unit, and under the condition that the circuit state parameters meet a first preset condition, the battery management unit disconnects the connection between the output end of the direct current-to-direct current module and the first end of the first load; the circuit state parameters at two ends of the battery management unit meet a first preset condition, wherein the circuit state parameters comprise that the voltage of the first end or the second end of the battery management unit is greater than a first threshold voltage, the voltage of the first end or the second end of the battery management unit is less than a second threshold voltage, or the current of the battery management unit is greater than a threshold current, and the first threshold voltage is greater than the second threshold voltage.

8. The vehicle power supply system according to claim 7,

under the condition that circuit state parameters at two ends of the battery management unit meet a second preset condition, the battery management unit is communicated with the connection between the output end of the direct current-to-direct current conversion module and the first end of the first load; the circuit state parameters at two ends of the battery management unit meet a second preset condition, wherein the circuit state parameters include that the voltage at the first end of the battery management unit is greater than or equal to a third threshold voltage and less than or equal to a fourth threshold voltage, the third threshold voltage is greater than the second threshold voltage, and the fourth threshold voltage is less than the first threshold voltage.

9. A vehicle, characterized in that the vehicle comprises a power battery, and a vehicle power supply system according to any one of claims 1-8.

10. A vehicle power supply method, characterized by being applied to the vehicle power supply system according to any one of claims 1 to 8, the method comprising:

under the condition that the direct current-to-direct current module and the first storage battery normally supply power, the direct current-to-direct current module converts a first voltage into a second voltage and supplies power to the first load, the first storage battery, the second load and the second storage battery so as to enable the first storage battery and the second storage battery to keep a full-power state, wherein the first voltage is output voltage of the power battery, and the second voltage is smaller than the first voltage;

under the condition that the direct current-to-direct current module fails, the first storage battery supplies power to the first load, and the second storage battery supplies power to the second load;

the DC-DC module supplies power to the second storage battery and the second load under the condition that the first storage battery fails;

and under the condition that the direct current-to-direct current module and the first storage battery are failed, the second storage battery supplies power to the second load.