WO2022160935A1 - 一种车载分布式供电系统、车载供电控制方法及装置 - Google Patents

一种车载分布式供电系统、车载供电控制方法及装置 Download PDF

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WO2022160935A1
WO2022160935A1 PCT/CN2021/135424 CN2021135424W WO2022160935A1 WO 2022160935 A1 WO2022160935 A1 WO 2022160935A1 CN 2021135424 W CN2021135424 W CN 2021135424W WO 2022160935 A1 WO2022160935 A1 WO 2022160935A1
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low
voltage battery
vehicle
voltage
power supply
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PCT/CN2021/135424
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English (en)
French (fr)
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程洋
章雪亮
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华为数字能源技术有限公司
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Publication of WO2022160935A1 publication Critical patent/WO2022160935A1/zh

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L1/00—Supplying electric power to auxiliary equipment of vehicles
    • B60L1/02—Supplying electric power to auxiliary equipment of vehicles to electric heating circuits
    • 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
    • H02J7/0029—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries with safety or protection devices or circuits
    • H02J7/0031—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries with safety or protection devices or circuits using battery or load disconnect circuits
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
    • B60L3/0046—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to electric energy storage systems, e.g. batteries or capacitors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/0092—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption with use of redundant elements for safety purposes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/04—Cutting off the power supply under fault conditions
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
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    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/60—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
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    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
    • B60L58/13—Maintaining the SoC within a determined range
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/18—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries of two or more battery modules
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
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    • B60L58/21—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries of two or more battery modules having the same nominal voltage
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
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    • B60L58/18—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries of two or more battery modules
    • B60L58/22—Balancing the charge of battery modules
    • H—ELECTRICITY
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    • H—ELECTRICITY
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    • H01M50/502—Interconnectors for connecting terminals of adjacent batteries; Interconnectors for connecting cells outside a battery casing
    • H01M50/509—Interconnectors for connecting terminals of adjacent batteries; Interconnectors for connecting cells outside a battery casing characterised by the type of connection, e.g. mixed connections
    • H01M50/51—Connection only in series
    • H—ELECTRICITY
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    • H02J7/0013—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries acting upon several batteries simultaneously or sequentially
    • H—ELECTRICITY
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    • B60L1/04—Supplying electric power to auxiliary equipment of vehicles to electric heating circuits fed by the power supply line
    • B60L1/10—Supplying electric power to auxiliary equipment of vehicles to electric heating circuits fed by the power supply line with provision for using different supplies
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • Y02T90/12—Electric charging stations

Definitions

  • the present application relates to the technical field of electric vehicles, and in particular, to a vehicle-mounted distributed power supply system, and a vehicle-mounted power supply control method and device.
  • the drive system of electric vehicles generally adopts the vehicle-mounted centralized drive system.
  • the power source of the vehicle-mounted centralized drive system is relatively simple.
  • the vehicle-mounted centralized drive system is divided into: a single-motor drive system and a dual-motor drive system.
  • there is only one powertrain in the single-motor drive system which is connected with the two front wheels (or two rear wheels) to drive the two front wheels (or two rear wheels) to roll, thereby driving Electric car driving.
  • There are two powertrains in the dual motor drive system one powertrain is connected with the two front wheels to drive the two front wheels to roll, and the other powertrain is connected with the two rear wheels to drive the two rear wheels Rolling, thereby driving the electric vehicle.
  • the powertrain is used to drive the wheels to roll, and the powertrain may include a motor, a reducer, a differential and other devices.
  • the vehicle power supply system also adopts a centralized power supply architecture.
  • the centralized power supply architecture only includes a high-voltage battery pack, which supplies power to the powertrain and other components in the drive system.
  • the vehicle-mounted distributed drive system includes at least two powertrains, and the left front wheel and the right front wheel (or the left rear wheel and the right rear wheel) are respectively connected with different powertrains, that is, the left and right wheels are driven by the two powertrains respectively. Front and right front wheels (or left and right rear wheels).
  • the current distributed drive system still uses the centralized power supply architecture.
  • the centralized drive technology is relatively mature and the solution is relatively simple, the centralized drive has low efficiency, poor operation stability, poor power supply reliability, and low system security, which cannot meet the future requirements. Safety requirements for intelligent driving.
  • the present application provides a vehicle-mounted distributed power supply system, a vehicle-mounted power supply control method and device, which are used for the reliability and safety of the power supply of the power supply system.
  • the present application provides a vehicle-mounted distributed power supply system, which is applied to a vehicle-mounted distributed drive system.
  • the vehicle-mounted distributed drive system can be applied to various electric vehicles, and can also be applied to other vehicles that need to be driven by motors, which is not limited here.
  • the vehicle-mounted distributed drive system includes at least two powertrains, wherein the powertrains are connected to the wheels for driving the wheels to roll.
  • the vehicle-mounted distributed power supply system in the embodiment of the present application may include: at least two low-voltage battery packs. Each low-voltage battery pack includes at least one low-voltage battery pack, and each low-voltage battery pack includes a plurality of single cells. Each low-voltage battery pack is electrically connected to at least one powertrain in the vehicle-mounted distributed drive system, so as to provide electrical energy for each powertrain in the vehicle-mounted distributed drive system.
  • At least two low-voltage battery packs are used to supply power to the powertrain in the vehicle-mounted distributed drive system.
  • the remaining low-voltage battery packs can be Continue to work, so that the failure of the entire power supply system can be avoided, and the power supply reliability and safety of the power supply system can be improved.
  • the above-mentioned low-voltage battery pack includes one low-voltage battery pack or at least two low-voltage battery packs connected in series.
  • the number of low-voltage battery packs in the low-voltage battery pack pack can be set according to the required rated voltage of the low-voltage battery pack pack.
  • the low-voltage battery packs in the embodiments of the present application may be configured in the following manners.
  • Mode 1 The low-voltage battery pack in the on-board distributed power supply system is electrically connected to the powertrain in the on-board drive system in one-to-one correspondence.
  • Mode 2 Each low-voltage battery pack in the vehicle-mounted distributed power supply system is electrically connected to at least two parallel-connected powertrains.
  • the above-mentioned vehicle-mounted distributed power supply system may further include: a high-voltage DC bus; at least some of the low-voltage battery packs in all the low-voltage battery packs are connected in series, and are connected to the high-voltage devices in the vehicle through the high-voltage DC bus. electrical connection.
  • the high-voltage DC bus can be used as a channel for high-voltage power transmission, and can provide the power of each low-voltage battery pack to high-voltage devices.
  • the high-voltage device may be an air conditioner or the like. In practical applications, the number of low-voltage battery packs connected in series may be set according to the power demand of the high-voltage device.
  • the above-mentioned vehicle-mounted distributed power supply system may further include: at least two DC voltage converters, and a low-voltage bus, each DC voltage converter is connected in parallel and is electrically connected to the high-voltage DC bus, and the DC voltage The converter is electrically connected to the low-voltage devices in the vehicle through the low-voltage bus.
  • the DC voltage converter can convert the voltage of the high-voltage DC bus into a low-voltage DC voltage to provide power for low-voltage devices.
  • the low-voltage bus is a low-voltage power transmission channel, which can provide the low-voltage DC voltage output by the DC-voltage converter to the low-voltage devices.
  • the above-mentioned vehicle-mounted distributed power supply system may further include: at least two low-voltage batteries, and the low-voltage batteries are electrically connected to the DC voltage converter.
  • the DC voltage converter can supply power to a low-voltage battery, the low-voltage battery can store low-voltage electrical energy, and the low-voltage battery is electrically connected to the low-voltage device through a low-voltage bus, so the low-voltage battery can supply power to the low-voltage device.
  • the above-mentioned vehicle-mounted distributed power supply system may further include: a plurality of switching switches; the switching switches may include: a contact blade, a first contact, and a second contact.
  • the first pole of each low-voltage battery pack is electrically connected to the second contact of one switch, the second pole is electrically connected to the second contact of the other switch, and the first pole of the two switch switches connected to each low-voltage battery pack A contact is electrically connected.
  • the contact blade of the switch connected to the first pole of one low-voltage battery pack is electrically connected to the contact blade of the switch to the second pole of the other low-voltage battery pack.
  • each low-voltage battery pack is connected in series through a switch, and the connection state of each low-voltage battery pack can be adjusted by controlling each switch.
  • the above-mentioned vehicle-mounted distributed power supply system may further include: a control switch, and the low-voltage battery pack is electrically connected to the corresponding powertrain through the control switch.
  • the control switch By setting the control switch, the connection state between the low-voltage battery pack and the corresponding powertrain can be controlled.
  • the present application also provides a vehicle-mounted power supply control method for controlling a vehicle-mounted distributed power supply system.
  • the vehicle-mounted distributed power supply system includes: at least two low-voltage battery packs and a high-voltage DC bus; each low-voltage battery pack includes at least one low-voltage battery pack; each low-voltage battery pack and at least one power source in the vehicle-mounted distributed drive system
  • the assembly is electrically connected to provide electrical energy for each power assembly in the vehicle-mounted distributed drive system; at least two low-voltage battery packs are connected in series, and are electrically connected to high-voltage devices in the vehicle through a high-voltage DC bus;
  • the above-mentioned vehicle power supply control method includes: detecting the working state of each low-voltage battery pack electrically connected to the high-voltage DC bus; determining according to the working state that when any low-voltage battery pack electrically connected to the high-voltage DC bus fails, the faulty low-voltage battery The pack is disconnected from other low-voltage battery packs, and the remaining low-voltage battery packs except the faulty low-voltage battery pack are connected in series.
  • the on-board power supply control method in the embodiment of the present application can isolate the faulty low-voltage battery pack, so that the normal low-voltage battery pack can continue to supply power, and further improve the power supply reliability and safety of the on-board distributed power supply system, so as to meet the needs of future intelligent Power and safety needs of driving.
  • the above-mentioned vehicle-mounted distributed power supply system further includes: a plurality of switch switches, and the switch switches may include: a contact blade, a first contact, and a second contact.
  • the first pole of each low-voltage battery pack is electrically connected to the second contact of one switch, and the second pole is electrically connected to the second contact of the other switch; A contact is electrically connected.
  • the contact blade of the switch connected to the first pole of one low-voltage battery pack is electrically connected to the contact blade of the switch to the second pole of the other low-voltage battery pack.
  • the faulty low-voltage battery pack is disconnected from other low-voltage battery packs, and the remaining low-voltage battery packs except the faulty low-voltage battery pack are connected in series, which may include: connecting the faulty low-voltage battery packs.
  • the contacts of the changeover switches electrically connected to the battery packs are switched to the first contact; the contacts of the changeover switches connected to the other low-voltage battery packs except the faulty low-voltage battery packs are switched to the second contact.
  • the faulty low-voltage battery pack can be disconnected from other battery packs, and the normal low-voltage battery packs can be connected in series, thereby isolating the faulty low-voltage battery pack and the normal low-voltage battery pack continuing to supply power.
  • the above-mentioned vehicle-mounted distributed power supply system may include at least three power assemblies, wherein one power assembly is connected to the left front wheel of the vehicle, and the other power assembly is connected to the right front wheel of the vehicle , and the remaining at least one powertrain is connected to the left and right rear wheels of the vehicle.
  • the above-mentioned vehicle-mounted power supply control method may further include: when the low-voltage battery pack electrically connected to the powertrain corresponding to the left front wheel and/or the right front wheel of the vehicle fails, the power supply corresponding to the left front wheel and the right front wheel The assembly is disconnected from the low voltage battery pack. In this way, the power supply of the electric vehicle can be ensured to be more balanced, and abnormal phenomena such as instability of the electric vehicle can be prevented.
  • the above-mentioned vehicle-mounted distributed power supply system includes at least three power assemblies, wherein one power assembly is connected to the left rear wheel of the vehicle, and the other power assembly is connected to the right rear wheel of the vehicle, The remaining at least one powertrain is connected to the left and right front wheels of the vehicle.
  • the vehicle-mounted power supply control method further comprising: when a low-voltage battery pack electrically connected to the powertrain corresponding to the left rear wheel and/or the right rear wheel of the vehicle fails, connecting the powertrain corresponding to the left rear wheel and the right rear wheel Disconnect from low voltage battery pack. In this way, the power supply of the electric vehicle can be ensured to be more balanced, and abnormal phenomena such as instability of the electric vehicle can be prevented.
  • the vehicle-mounted power supply control method in the embodiment of the present application may further include: controlling each low-voltage battery pack in all the low-voltage battery packs to be charged in series, and obtaining the remaining capacity of each low-voltage battery pack; When it is determined that there is a first low-voltage battery pack whose remaining capacity reaches the set threshold in at least two low-voltage battery packs, the first low-voltage battery pack is disconnected from other low-voltage battery packs except the first low-voltage battery pack; Other low-voltage battery packs other than one low-voltage battery pack are charged in series.
  • each low-voltage battery pack can be charged normally.
  • the above-mentioned vehicle-mounted distributed power supply system may further include: at least two DC voltage converters and a low-voltage bus; each DC-voltage converter is connected in parallel and is electrically connected to the high-voltage DC bus; The device is electrically connected to the low-voltage devices in the vehicle through the low-voltage bus.
  • the above-mentioned vehicle-mounted power supply control method further includes: controlling the DC voltage converters to work simultaneously, and when it is determined that there is a faulty first DC voltage converter in the at least two DC voltage converters, increasing the number of DC voltage converters other than the first DC voltage converter The output power of each other DC voltage converter; or, control one DC voltage converter in at least two DC voltage converters to work, and the other DC voltage converters are in standby state, when it is determined that the DC voltage converter in the working state When a fault occurs, the output power of one DC voltage converter other than the faulty DC voltage converter is controlled.
  • the low-voltage device has continuous power supply, avoid the failure of the power supply of the low-voltage device, which may cause the electric vehicle to run out of control or unable to drive, and improve the power supply reliability of the low-voltage device.
  • the present application further provides a vehicle-mounted power supply control device, the vehicle-mounted power supply control device being configured to execute any one of the above-mentioned vehicle-mounted power supply control methods.
  • the vehicle power supply control device may be a vehicle controller or a battery management system.
  • the vehicle-mounted power supply control device may also be a control module or control unit in the vehicle controller (or battery management system), and the specific type of the vehicle-mounted power supply control device is not limited here.
  • 1a is a schematic structural diagram of a vehicle-mounted distributed drive system in an embodiment of the application
  • Fig. 1b is another schematic structural diagram of the vehicle-mounted distributed drive system in the embodiment of the application.
  • FIG 2 is another schematic structural diagram of the vehicle-mounted distributed drive system in the embodiment of the application.
  • FIG. 3 is another schematic structural diagram of the vehicle-mounted distributed drive system in the embodiment of the application.
  • FIG. 4a is another schematic structural diagram of the vehicle-mounted distributed drive system in the embodiment of the application.
  • 4b is another schematic structural diagram of the vehicle-mounted distributed drive system in the embodiment of the application.
  • FIG. 5 is a schematic structural diagram of a vehicle-mounted distributed power supply system provided by an embodiment of the present application.
  • FIG. 6 is a schematic structural diagram of a low-voltage battery pack in an embodiment of the present application.
  • FIG. 7 is a schematic diagram of the corresponding relationship between each low-voltage battery pack and each powertrain in an embodiment of the application;
  • FIG. 9 is another schematic diagram of the corresponding relationship between each low-voltage battery pack and each powertrain in an embodiment of the application.
  • FIG. 10 is a schematic diagram of the connection relationship of each low-voltage battery pack in the embodiment of the application.
  • FIG. 11 is a schematic diagram of another connection relationship of each low-voltage battery pack in the embodiment of the application.
  • FIG. 12 is a schematic diagram of another connection relationship of each low-voltage battery pack in the embodiment of the present application.
  • FIG. 13 is a schematic diagram of another connection relationship of each low-voltage battery pack in the embodiment of the application.
  • 15 is a schematic diagram of another connection relationship of each low-voltage battery pack in the embodiment of the application.
  • 16 is a schematic diagram of another connection relationship of each low-voltage battery pack in the embodiment of the application.
  • FIG. 17 is a flowchart of the vehicle-mounted power supply control method in the embodiment of the application.
  • the vehicle-mounted distributed power supply system provided by the embodiments of the present application is applied to the vehicle-mounted distributed drive system.
  • the vehicle-mounted distributed drive system can be applied to various electric vehicles, and can also be applied to other vehicles that require motor drive, which is not limited here.
  • the vehicle-mounted distributed drive system includes at least two powertrains, wherein the powertrains are connected to the wheels for driving the wheels to roll.
  • a general powertrain may include components such as a motor control unit (MCU), a motor and a reducer.
  • the powertrain may be a centralized powertrain or other types.
  • the powertrain may also be an in-wheel motor powertrain or a wheel-side motor powertrain, and the type of powertrain is not limited here.
  • the in-wheel motor powertrain is to set the motor and reducer directly in the rim, and the transmission components such as the half shaft, universal joint, differential, and transmission are cancelled;
  • the wheel-side motor powertrain is to set the motor in the auxiliary car. on the shelf.
  • Fig. 1a is a schematic structural diagram of a vehicle-mounted distributed drive system in an embodiment of the application
  • Fig. 1b is another structural schematic diagram of a vehicle-mounted distributed drive system in an embodiment of the application.
  • the vehicle-mounted distributed drive system Three powertrains 21 may be included, one of which is used to drive the left front wheel FL and the right front wheel FR, and the other two powertrains 21 are used to drive the left rear wheel BL and the right rear wheel BR, respectively.
  • the powertrain 21 for driving the left rear wheel BL and the right rear wheel BR in FIG. 1a is a wheel motor powertrain
  • the powertrain 21 for driving the left rear wheel BL and the right rear wheel BR in FIG. 1b For the hub motor powertrain.
  • FIG. 2 is another schematic structural diagram of the vehicle-mounted distributed drive system in the embodiment of the application.
  • the vehicle-mounted distributed drive system may include two powertrains 21 , and the two powertrains 21 are respectively used for driving Left front wheel FL and right front wheel FR.
  • the electric vehicle is driven by driving the left front wheel FL and the right front wheel FR to roll, and driving the left rear wheel BL and the right rear wheel BR to roll.
  • FIG. 3 is another schematic structural diagram of the vehicle-mounted distributed drive system in the embodiment of the application.
  • the vehicle-mounted distributed drive system may include two powertrains 21 , and the two powertrains 21 are respectively used for driving Left rear wheel BL and right rear wheel BR.
  • the electric vehicle is driven by driving the left rear wheel BL and the right rear wheel BR to roll, and driving the left front wheel FL and the right front wheel FR to roll.
  • Fig. 4a is another schematic structural diagram of the vehicle-mounted distributed drive system in the embodiment of the application
  • Fig. 4b is another structural schematic diagram of the vehicle-mounted distributed drive system in the embodiment of the application.
  • the vehicle-mounted distributed drive system may include four power assemblies 21 for driving the left front wheel FL, the right front wheel FR, the left rear wheel BL, and the right rear wheel BR, respectively.
  • the four powertrains 21 in FIG. 4a are all in-wheel motor powertrains
  • the four powertrains 21 in FIG. 4b are all in-wheel motor powertrains.
  • the vehicle-mounted distributed drive system adopts a centralized power supply architecture
  • the centralized power supply architecture includes a high-voltage battery pack
  • the high-voltage battery pack supplies power to the powertrain and other components in the drive system.
  • a high-voltage battery pack generally includes: a casing, and a plurality of single cells packaged inside the casing, and the plurality of single cells in the high-voltage battery pack are connected in series. Since the high-voltage battery pack is an integral structure, once the internal single battery fails, the entire high-voltage battery pack cannot work, resulting in the failure of the power supply system of the whole vehicle, making the electric vehicle unable to continue driving, and even traffic accidents. Therefore, the centralized power supply architecture has poor power supply reliability and low system security, which cannot meet the safety requirements of future intelligent driving.
  • the embodiments of the present application provide a vehicle-mounted distributed power supply system, a vehicle-mounted power supply control method, and a device.
  • the vehicle-mounted distributed power supply system in this application is applied to a vehicle-mounted distributed drive system. It is not limited here in various electric vehicles of the system or in other vehicles that need to be driven by a motor.
  • FIG. 5 is a schematic structural diagram of a vehicle-mounted distributed power supply system provided by an embodiment of the application
  • FIG. 6 is a schematic structural diagram of a low-voltage battery pack in an embodiment of the application.
  • the vehicle-mounted distributed power supply system may include at least: Two low-voltage battery packs 10 ; each low-voltage battery pack 10 includes at least one low-voltage battery pack 11 , and each low-voltage battery pack 11 includes a plurality of single cells 112 .
  • Each low-voltage battery pack 10 is correspondingly electrically connected to at least one powertrain 21 in the vehicle-mounted distributed drive system, so as to provide electrical energy for each powertrain 21 in the vehicle-mounted distributed drive system.
  • a powertrain 21 may include components such as a motor control unit 211 , a motor 212 , and a reducer 213 .
  • at least two low-voltage battery packs 10 are used to supply power to the powertrain in the vehicle-mounted distributed drive system.
  • the low-voltage battery pack 11 in any low-voltage battery pack 10 fails, the remaining low-voltage batteries
  • the package 10 can continue to work, so that the failure of the entire power supply system can be avoided, and the power supply reliability and safety of the power supply system can be improved.
  • the low-voltage battery pack 11 may include a plurality of unit cells 112 .
  • a plurality of unit cells 112 may be connected in series.
  • each low-voltage battery pack 11 may further include: a casing 111 , and the plurality of single cells 112 in the low-voltage battery pack 11 are packaged inside the casing 111 .
  • the single battery 112 may be a lithium battery, or the single battery 112 may also be other types of single batteries, which are not limited herein.
  • the low-voltage battery pack 11 includes twenty single cells 112 as an example for illustration.
  • the number of single cells 112 in the low-voltage battery pack 11 can be set according to actual needs, which is not limited here.
  • the low-voltage battery pack may be a battery pack with a rated voltage of less than 400V.
  • the sum of the rated voltages of the low-voltage battery packs 11 in the vehicle-mounted distributed power supply system in this application needs to be greater than or equal to the power required by the vehicle-mounted distributed drive system.
  • the power required for a distributed-driven electric vehicle is about 400V
  • the vehicle-mounted distributed power supply system includes four low-voltage battery packs 11, the rated voltages of the low-voltage battery packs 11 are approximately equal, and the rated voltage of each single cell 112 is approximately Taking 2.5V as an example, the number of single cells 112 in each low-voltage battery pack 11 may be about forty.
  • the above-mentioned low-voltage battery pack 10 may include one low-voltage battery pack 11 or at least two low-voltage battery packs 11 connected in series.
  • the required rated voltage of the low-voltage battery pack may be , to set the number of low-voltage battery packs in the low-voltage battery pack.
  • the number of low-voltage battery packs in the on-board distributed power supply system and the corresponding relationship between the low-voltage battery packs and the powertrain can be set according to the specific structure of the on-board distributed drive system.
  • the low-voltage battery packs in the embodiments of the present application may be configured in the following manners.
  • Mode 1 The low-voltage battery pack in the on-board distributed power supply system is electrically connected to the powertrain in the on-board drive system in one-to-one correspondence.
  • FIG. 7 is a schematic diagram of the corresponding relationship between each low-voltage battery pack and each powertrain in the embodiment of the application.
  • the low-voltage battery pack 10 in the on-board distributed power supply system and the powertrain in the on-board drive system 21 one-to-one electrical connection.
  • the system shown in FIG. 7 includes four low-voltage battery packs 10 and four powertrains 21 , wherein each low-voltage battery pack 10 includes one low-voltage battery pack 11 , and each low-voltage battery pack 10 is connected correspondingly
  • One powertrain 21 that is, the number of low-voltage battery packs 11 is the same as the number of powertrains 21 .
  • four powertrains 21 are used as examples for illustration.
  • the low-voltage battery pack can also be provided For one-to-one correspondence with the powertrain.
  • FIG. 8 is another schematic diagram of the corresponding relationship between each low-voltage battery pack and each powertrain in the embodiment of the application.
  • the system shown in FIG. 8 includes two low-voltage battery packs 10 and two powertrains 21 .
  • the battery packs 10 are correspondingly connected to one powertrain 21
  • each low-voltage battery pack 10 includes two or more low-voltage battery packs 11 connected in series.
  • each powertrain 21 is electrically connected to two low-voltage battery packs 11 connected in series for illustration, and the number of low-voltage battery packs 11 electrically connected to each powertrain 21 is not limited here.
  • Mode 2 Each low-voltage battery pack in the vehicle-mounted distributed power supply system is electrically connected to at least two parallel-connected powertrains.
  • FIG. 9 is another schematic diagram of the corresponding relationship between each low-voltage battery pack and each powertrain in the embodiment of the application.
  • the system shown in FIG. 9 includes two low-voltage battery packs 10 and four powertrains.
  • Step 21 each low-voltage battery pack 10 is electrically connected to two power assemblies 21 connected in parallel, and each low-voltage battery pack 10 includes one low-voltage battery pack 11 . That is to say, at least two power assemblies 21 can be connected in parallel at both ends of the same low-voltage battery pack 10 .
  • each low-voltage battery pack 10 is electrically connected with two powertrains 21 as an example for illustration, and the number of powertrains 21 electrically connected to each low-voltage battery pack 10 is not limited here.
  • the above-mentioned mode 1 and mode 2 can also be combined.
  • the powertrain 21 corresponding to the front wheel can be connected to At least two low-voltage battery packs connected in series are electrically connected, and the two power assemblies 21 corresponding to the rear wheels can be connected in parallel at both ends of the same low-voltage battery pack.
  • the corresponding relationship between the powertrain and the low-voltage battery pack can be set according to the specific structure of the vehicle-mounted distributed drive system and the power demand of the powertrain, which will not be exemplified here.
  • the low-voltage battery pack 11 can also provide power for other in-vehicle loads in addition to providing electrical energy to each powertrain 21 .
  • the above-mentioned vehicle-mounted distributed power supply system may further include: a high-voltage DC bus 12 .
  • a high-voltage DC bus 12 At least some of the low-voltage battery packs 11 of all the low-voltage battery packs 11 are connected in series, and the series-connected low-voltage battery packs 11 are electrically connected to the high-voltage device 22 in the vehicle (eg, electric vehicle) through the high-voltage DC bus 12 .
  • the high-voltage DC bus 12 can be electrically connected to the high-voltage load interface P1
  • the high-voltage device 22 in the vehicle can be electrically connected to the high-voltage DC bus 12 through the high-voltage load interface P1.
  • the high-voltage device 22 in the vehicle can also be in other ways. It is electrically connected to the high-voltage DC bus bar 12, for example, it is directly electrically connected to the high-voltage DC bus bar 12, which is not limited here.
  • the high-voltage DC bus 12 can be used as a channel for high-voltage power transmission, and can provide the power of each low-voltage battery pack 11 to the high-voltage device 22 .
  • the high-voltage device 22 may be an air conditioner or the like. In practical applications, the number of low-voltage battery packs 11 connected in series may be set according to the power requirement of the high-voltage device 22 . That is, a part of all the low-voltage battery packs 11 may be connected in series.
  • the vehicle-mounted distributed power supply system in the embodiment of the present application may further include: at least two DC voltage converters 13 and a low-voltage bus bar 14 .
  • the DC voltage converters 13 are connected in parallel, and are electrically connected to the high-voltage DC bus 12 .
  • the DC voltage converter 13 is electrically connected to a low voltage device 23 in a vehicle (eg, an electric vehicle) through a low voltage bus 14 .
  • the low-voltage bus bar 14 can be electrically connected to the low-voltage load interface P2, and the low-voltage device 23 in the vehicle can be electrically connected to the low-voltage bus bar 14 through the low-voltage load interface P2.
  • the low-voltage device 23 in the vehicle can also be connected to the low-voltage device in other ways.
  • the bus bar 14 is electrically connected, for example, is directly electrically connected to the low-voltage DC bus bar 14, which is not limited here.
  • the DC voltage converter 13 may be a phase-shifted full-bridge (direct current to direct current, DC/DC) converter or a flyback DC/DC converter.
  • the DC voltage converter 13 can convert the voltage of the high-voltage DC bus 12 into a low-voltage DC voltage to provide power for the low-voltage device 23 .
  • the low-voltage bus 14 is a channel for low-voltage power transmission, and can provide the low-voltage DC voltage output by the DC-voltage converter 13 to the low-voltage device 23 .
  • the low-voltage device 23 can be a control system of an electric vehicle, and the low-voltage device 23 has high requirements on the reliability of power supply.
  • the low-voltage device 23 has high requirements on the reliability of power supply.
  • redundant backup power supply for the low-voltage device 23 can be provided to improve the low-voltage Power supply reliability of device 23 .
  • each DC voltage converter 13 can be controlled to work at the same time.
  • the first DC voltage converter can be increased except for the first DC voltage converter.
  • the output power of the other DC voltage converters 13 continues to supply power to the low-voltage device 23 .
  • one of the DC voltage converters 13 in all the DC voltage converters 13 can be controlled to work, and the rest of the DC voltage converters 13 are in a standby state (starting up but not outputting power). If the 13 fails, the other DC voltage converters 13 except the faulty DC voltage converter 13 are controlled to output power, so as to continue to supply power to the low-voltage device 23 . In this way, it can be ensured that the low-voltage device 23 has continuous power supply, and the failure of the power supply of the low-voltage device 23 can be avoided, which may cause the electric vehicle to run out of control or unable to drive.
  • the vehicle-mounted distributed power supply system in the embodiment of the present application may further include: at least two low-voltage batteries 15 ; the low-voltage batteries 15 are electrically connected to the DC voltage converter 13 , and the DC voltage converter 13 may be a low-voltage battery 15 powered by.
  • the low-voltage battery 15 can store low-voltage electrical energy, and the low-voltage battery 15 is electrically connected to the low-voltage device 23 through the low-voltage bus bar 14 , so that the low-voltage battery 15 can supply power to the low-voltage device 23 .
  • the low-voltage battery 15 can still supply power to the low-voltage device 23 to ensure that the low-voltage device 23 has continuous power supply, thereby further improving the power supply reliability of the low-voltage device 23 .
  • the above-mentioned vehicle-mounted distributed power supply system may further include: a vehicle-mounted charger 16.
  • the vehicle-mounted charger 16 can convert an external AC power supply into a DC high-voltage power supply, so as to pass the high-voltage DC power supply.
  • the bus bar 12 charges each low-voltage battery pack 11 .
  • the above-mentioned vehicle-mounted distributed power supply system may further include: a DC charging interface Q1 electrically connected to the high-voltage DC bus 12, and an AC charging interface Q2 electrically connected to the vehicle-mounted charger 16, so that the vehicle-mounted distributed power supply system can be provided by an external power supply. Charge.
  • all or a part of low-voltage battery packs can be connected in series to meet the power requirements of high-voltage devices.
  • the specific manner of the series connection of multiple low-voltage battery packs in the embodiments of the present application is further described below.
  • FIG. 10 is a schematic diagram of the connection relationship of each low-voltage battery pack in the embodiment of the application.
  • the vehicle-mounted distributed power supply system in the embodiment of the application may further include: a plurality of switch switches 17 ; the switch switches 17 may include : the contact blade G, the first contact S, and the second contact D, wherein the contact blade G is electrically connected to the control terminal of the switch 17, and the control terminal of the switch 17 can be electrically connected to the control signal line, which can be controlled by The signal lines apply different voltages to the control terminal of the switch 17 to control the contact blade G to be electrically connected to the first contact S or the second contact D.
  • each low-voltage battery pack (11a, 11b, 11c and 11d in FIG. 10) can be connected in series.
  • the first pole T1 of each low-voltage battery pack is connected to a switch 17.
  • the second contact D is electrically connected
  • the second pole T2 is electrically connected to the second contact D of the other switch 17 .
  • the first pole T1 of the low-voltage battery pack is taken as the positive pole and the second pole T2 is the negative pole for illustration.
  • the first pole T1 of the low-voltage battery pack can also be set as the negative pole, and the second pole T2 can be set as The positive electrode is not limited here.
  • the first contacts S of the two changeover switches 17 connected to each low-voltage battery pack are electrically connected, and in two adjacent low-voltage battery packs (for example, 11a and 11b in FIG. 10 ) connected to each other, one of the low-voltage battery packs ( For example, the contact blade G of the switch 17 connected to the first pole T1 of 11b in FIG. 10 is connected to the contact blade G of the switch 17 connected to the second pole T2 of another low-voltage battery pack (eg, 11a in FIG. 10 ). electrical connection.
  • each low-voltage battery pack is connected in series through a switch, and the connection state of each low-voltage battery pack can be adjusted by controlling each switch.
  • the contacts G of each switch 17 are switched to the second contact D, and the low-voltage battery packs 11a, 11b, 11c and 11d are connected in series.
  • the low-voltage battery packs 11a, 11b, 11c and 11d are connected in series.
  • the contact blade G of the switch 17 electrically connecting the low-voltage battery pack 11 a is switched to the first contact S, and the contact blade of the switch 17 electrically connecting the low-voltage battery packs 11 b , 11 c and 11 d
  • G is switched to the second contact D
  • the low-voltage battery pack 11a can be disconnected from other low-voltage battery packs, so that the low-voltage battery packs 11b, 11c and 11d are connected in series. For example, as shown in FIG.
  • the contact blade G of the switch 17 electrically connecting the low-voltage battery pack 11b is switched to the first contact S, and the contact blade of the switch 17 electrically connecting the low-voltage battery packs 11a, 11c and 11d
  • G is switched to the second contact D
  • the low-voltage battery pack 11b can be disconnected from other low-voltage battery packs, so that the low-voltage battery packs 11a, 11c and 11d are connected in series. For example, as shown in FIG.
  • the contact blade G of the switch 17 electrically connecting the low-voltage battery pack 11c is switched to the first contact S, and the contact blade of the switch 17 electrically connecting the low-voltage battery packs 11a, 11b and 11d
  • G is switched to the second contact D
  • the low-voltage battery pack 11c can be disconnected from other low-voltage battery packs, so that the low-voltage battery packs 11a, 11b and 11d are connected in series. For example, as shown in FIG.
  • the contact blade G of the switch 17 electrically connecting the low-voltage battery pack 11d is switched to the first contact S, and the contact blade of the switch 17 electrically connecting the low-voltage battery packs 11a, 11b and 11c
  • G is switched to the second contact D
  • the low-voltage battery pack 11d can be disconnected from other low-voltage battery packs, so that the low-voltage battery packs 11a, 11b and 11c are connected in series.
  • Figures 10 to 14 take four low-voltage battery packs as an example, and control one low-voltage battery pack to disconnect from other low-voltage battery packs as an example for illustration. When the number of low-voltage battery packs is other, control two or three low-voltage battery packs. When one or more low-voltage battery packs are disconnected from other low-voltage battery packs, each switch can be controlled to adjust the connection state of each low-voltage battery pack according to a similar principle, which will not be repeated here.
  • the working state of each low-voltage battery pack can be detected when the low-voltage battery pack is in operation.
  • the low-voltage battery pack is disconnected from other low-voltage battery packs, and the remaining normal low-voltage battery packs are connected in series, so as to isolate the faulty low-voltage battery pack, so that the normal low-voltage battery pack can continue to supply power, and further improve the distribution of the vehicle.
  • Power supply reliability and safety of the power supply system to meet the power supply and safety requirements of future intelligent driving. 10 to 14 the fault isolation process of the low-voltage battery pack will be described in detail by taking the vehicle-mounted distributed power supply system including four low-voltage battery packs as an example.
  • the low-voltage battery packs 11 a , 11 b , 11 c and 11 d are connected to each other through a plurality of switches 17 .
  • the contact blades G of each switch 17 are switched to the second contact.
  • the low-voltage battery packs 11a, 11b, 11c, and 11d are connected in series to control the power supply of the low-voltage battery packs 11a, 11b, 11c, and 11d. As shown in FIG.
  • the contact blade G of the switch 17 electrically connected to the low-voltage battery pack 11a is switched to the first contact S, and the low-voltage battery packs 11b, 11c and 11d are switched to the first contact S.
  • the contact blade G of the electrically connected change-over switch 17 is switched to the second contact D, so that the low-voltage battery pack 11a is disconnected from other low-voltage battery packs, and the low-voltage battery packs 11b, 11c and 11d are connected in series, so that a fault will occur
  • the low-voltage battery pack 11a is isolated, and the normal low-voltage battery packs 11b, 11c and 11d continue to supply power. As shown in FIG.
  • the contact blade G of the switch 17 electrically connecting the low-voltage battery pack 11b is switched to the first contact S, and the contact blade G of the switch 17 electrically connecting the low-voltage battery packs 11a, 11c and 11d is switched To the second contact D, the low-voltage battery pack 11b is disconnected from other low-voltage battery packs, and the low-voltage battery packs 11a, 11c and 11d are connected in series, so that the faulty low-voltage battery pack 11b is isolated, and the normal low-voltage battery pack 11b is isolated.
  • the battery packs 11a, 11c and 11d continue to supply power. As shown in FIG.
  • the contact blade G of the switch 17 electrically connecting the low-voltage battery pack 11c is switched to the first contact S, and the contact blade G of the switch 17 electrically connecting the low-voltage battery packs 11a, 11b and 11d is switched.
  • the low-voltage battery pack 11c is disconnected from other low-voltage battery packs, and the low-voltage battery packs 11a, 11b and 11d are connected in series, thereby isolating the faulty low-voltage battery pack 11c, and the normal low-voltage battery pack 11c is isolated.
  • the battery packs 11a, 11b and 11d continue to supply power. As shown in FIG.
  • the contact blade G of the switch 17 electrically connecting the low-voltage battery pack 11d is switched to the first contact S, and the contact blade G of the switch 17 electrically connecting the low-voltage battery packs 11a, 11b and 11c is switched To the second contact D, the low-voltage battery pack 11d is disconnected from other low-voltage battery packs, and the low-voltage battery packs 11a, 11b, and 11c are connected in series, so that the faulty low-voltage battery pack 11d is isolated, and the normal low-voltage battery pack 11d is isolated.
  • the battery packs 11a, 11b and 11c continue to supply power.
  • four low-voltage battery packs are taken as an example, and a failure of one low-voltage battery pack is taken as an example for illustration. In the actual working process, the number of low-voltage battery packs is other, and the faulty low-voltage battery packs are two, three If there are more than one, fault isolation can be performed according to a similar principle, and details are not repeated here.
  • the rated value of each low-voltage battery pack in the vehicle-mounted distributed power supply system can be determined.
  • the sum of the voltages is set to be greater than the power required by the on-board distributed drive system, and the excess margin can be equal to or greater than the rated voltage of one or more low-voltage battery packs.
  • it can be set as the rated voltage of a low-voltage battery pack that is larger than the power required by the vehicle-mounted distributed drive system, which can be set according to the actual situation, which is not limited here.
  • each low-voltage battery pack in the vehicle-mounted distributed power supply system can be charged in series. Since each low-voltage battery pack supplies power to different powertrains, the power usage of each low-voltage battery pack It may be different. In this way, during the charging process, the low-voltage battery pack with more remaining power will be fully charged first. Since the low-voltage battery packs are connected in series, the charging current cannot pass through the fully-charged low-voltage battery pack, thus affecting the charging of other low-voltage battery packs. In the embodiment of the present application, by monitoring the charging process of each low-voltage battery pack and adjusting the connection state of each low-voltage battery pack, each low-voltage battery pack can be charged normally.
  • each low-voltage battery pack is charged in series, and the remaining capacity of each low-voltage battery pack is detected.
  • the state of charge (SOC) of each low-voltage battery pack can be detected to reflect the state of each low-voltage battery pack. The remaining capacity.
  • the first low-voltage battery pack is disconnected from other low-voltage battery packs except the first low-voltage battery pack.
  • Low-voltage battery packs other than low-voltage battery packs are charged in series.
  • the set threshold can be set to a value such as 80%, 90%, or 100%, which is not limited here.
  • each switch 17 As shown in FIG. 10 , the contacts G of each switch 17 are switched to the second contact D, so that the low-voltage battery packs 11a, 11b, 11c and 11d are connected in series, and the low-voltage battery packs 11a, 11b, 11c and 11d are charged in series, and during the charging process, the remaining capacity of each low-voltage battery pack is detected. As shown in FIG. 10 , the contacts G of each switch 17 are switched to the second contact D, so that the low-voltage battery packs 11a, 11b, 11c and 11d are connected in series, and the low-voltage battery packs 11a, 11b, 11c and 11d are charged in series, and during the charging process, the remaining capacity of each low-voltage battery pack is detected. As shown in FIG.
  • the switch 17 for electrically connecting the low-voltage battery pack 11a When it is detected that the remaining capacity of the low-voltage battery pack 11a reaches the set threshold value, the remaining capacity of the low-voltage battery packs 11b, 11c and 11d has not reached the set threshold value, and the switch 17 for electrically connecting the low-voltage battery pack 11a
  • the contact blade G is switched to the first contact S, and the contact blade G of the switch 17 that electrically connects the low-voltage battery packs 11b, 11c and 11d is switched to the second contact D, so that the low-voltage battery pack 11a is connected to other low-voltage batteries.
  • the battery packs are disconnected, and the low-voltage battery packs 11b, 11c, and 11d are connected in series, so that the low-voltage battery packs 11b, 11c, and 11d continue to be charged.
  • FIG. 15 in the process of continuing charging, it is detected that the remaining capacity of the low-voltage battery pack 11b reaches the set threshold value, and the remaining capacity of the low-voltage battery packs 11c and 11d does not reach the set threshold value, and the low-voltage battery pack 11b is electrically connected to the
  • the contact blade of the switch 17 is also switched to the first contact S, and the contact blade G of the switch 17 that electrically connects the low-voltage battery packs 11c and 11d is still switched to the second contact D, so that the low-voltage battery pack 11a, 11b is disconnected from the other low-voltage battery packs, so that the low-voltage battery packs 11c and 11d are connected in series, so that the low-voltage battery packs 11c and 11d continue to be charged.
  • the charging sequence 11a, 11b, 11c, and 11d is taken as an example for illustration. In the actual charging process, the charging sequence can be determined according to the charging conditions of each low-voltage battery pack, which is not limited here.
  • the vehicle-mounted distributed power supply system in the embodiment of the present application may further include: a control switch 18 ; the low-voltage battery pack 10 is electrically connected to the corresponding powertrain 21 through the control switch 18 .
  • the control switch 18 By setting the control switch 18 , the connection state between the low-voltage battery pack 10 and the corresponding powertrain 21 can be controlled.
  • the left front wheel FL of the vehicle is connected to a powertrain 21
  • the right front wheel FR of the vehicle is connected to a powertrain 21
  • the left rear wheel BL of the vehicle is connected to a powertrain 21.
  • the right rear wheel BR is connected with at least one powertrain 21 (in FIG.
  • the left rear wheel BL and the right rear wheel BR are connected with two powertrains 21 as an example), when connected with the vehicle's left front wheel FL and/or
  • the powertrains 21 corresponding to the left front wheel FL and the right front wheel FR are disconnected from the low-voltage battery pack 10, so that the To ensure that the power supply of the electric vehicle is more balanced, and to prevent abnormal phenomena such as instability of the electric vehicle, at this time, the powertrain 21 connected to the left rear wheel BL and the right rear wheel BR can continue to drive the two rear wheels to roll, and pass through the two rear wheels.
  • One rear wheel drives the two front wheels to roll, enabling the electric car to continue driving.
  • the left rear wheel BL of the vehicle is connected to a powertrain 21
  • the right rear wheel BR of the vehicle is connected to a powertrain 21
  • the vehicle's rear wheel BL is connected to a powertrain 21.
  • the left front wheel FL and the right front wheel FR are connected with at least one powertrain 21 (in FIG.
  • the left front wheel FL and the right front wheel FR are connected with two powertrains 21 as an example), when connected with the left rear wheel of the vehicle
  • the low-voltage battery pack 10 to which the powertrain 21 corresponding to the BL and/or the right rear wheel BR is electrically connected fails, the powertrain 21 corresponding to the left rear wheel BL and the right rear wheel BR is disconnected from the low-voltage battery pack 10 .
  • the embodiments of the present application also provide a vehicle-mounted power supply control method, which is used to control the vehicle-mounted distributed power supply system.
  • the vehicle-mounted power supply control method may be executed by a vehicle-mounted power supply control device, and the vehicle-mounted power supply control device may be a vehicle controller (Vehicle Control Unit, VCU) or a battery management system (battery management system, BMS).
  • the vehicle-mounted power supply control device may also be a control module or control unit in the vehicle controller (or battery management system), and the specific type of the vehicle-mounted power supply control device is not limited here.
  • the vehicle-mounted distributed power supply system includes: at least two low-voltage battery packs 10 and a high-voltage DC bus 12; each low-voltage battery pack 10 includes at least one low-voltage battery pack 11; each low-voltage battery pack 10 is electrically connected to at least one powertrain 21 in the vehicle-mounted distributed drive system, so as to provide electrical energy for each powertrain 21 in the vehicle-mounted distributed drive system; at least two low-voltage battery packs 11 are connected in series, and are connected through high-voltage direct current
  • the bus bar 12 is electrically connected to high voltage devices 22 in the vehicle.
  • FIG. 17 is a flow chart of the vehicle-mounted power supply control method in the embodiment of the application. As shown in FIG. 17 , the above-mentioned vehicle-mounted power supply control method may include:
  • any low-voltage battery pack electrically connected to the high-voltage DC bus is determined to be faulty according to the working state, disconnect the faulty low-voltage battery pack from other low-voltage battery packs, and connect the rest of the low-voltage battery packs except the faulty low-voltage battery pack to the other low-voltage battery packs.
  • the low-voltage battery packs are connected in series.
  • the on-board power supply control method in the embodiment of the present application can isolate the faulty low-voltage battery pack, so that the normal low-voltage battery pack can continue to supply power, and further improve the power supply reliability and safety of the on-board distributed power supply system, so as to meet the needs of future intelligent Power and safety needs of driving.
  • the above-mentioned vehicle-mounted distributed power supply system may further include: a plurality of switch switches 17 , and the switch switches 17 may include a contact blade G, a first contact S, and a second contact D.
  • the first pole T1 of each low-voltage battery pack 11 is electrically connected to the second contact D of one switch 17, and the second pole T2 is electrically connected to the second contact D of the other switch 17.
  • Each low-voltage battery pack 11 The first contacts S of the connected two changeover switches 17 are electrically connected.
  • the contact pole G of the switch 17 connected to the first pole T1 of one low-voltage battery pack 11 is switched with the second pole T2 of the other low-voltage battery pack 11
  • the contacts G of the switch 17 are electrically connected.
  • the above-mentioned step S302 may include:
  • the contact blade G of the changeover switch 17 that electrically connects the faulty low-voltage battery pack (for example, 11b is faulty) is switched to the first contact S, and the other components except the faulty low-voltage battery pack 11b are switched.
  • the contact blade G of the switch 17 connected to the low-voltage battery packs 11a, 11c, 11d is switched to the second contact D, so that the faulty low-voltage battery pack is disconnected from other battery packs, and the normal low-voltage battery packs are connected in series, Therefore, the faulty low-voltage battery pack is isolated, and the normal low-voltage battery pack continues to supply power.
  • the vehicle-mounted distributed power supply system may include at least three powertrains 21 , wherein one powertrain 21 is connected to the left front of the vehicle.
  • the wheel FL is connected
  • the other powertrain 21 is connected with the right front wheel FR of the vehicle
  • the other at least one powertrain 21 is connected with the left rear wheel BL and the right rear wheel BR of the vehicle (in FIG.
  • the rear wheel BR is connected to the two powertrains 21 as an example).
  • the above-mentioned vehicle power supply control method provided by the embodiment of the present application may further include: with reference to FIG. 4a and FIG. 7 , when the low-voltage battery pack is electrically connected to the powertrain 21 corresponding to the left front wheel FL and/or the right front wheel FR of the vehicle When the group 10 fails, the powertrain 21 corresponding to the left front wheel FL and the right front wheel FR is disconnected from the low-voltage battery pack group 10, so that the power supply of the electric vehicle can be more balanced, and the instability of the electric vehicle can be prevented, etc.
  • the powertrain 21 connected with the left rear wheel BL and the right rear wheel BR can continue to drive the two rear wheels to roll, and drive the two front wheels to roll through the two rear wheels, so that the electric vehicle can continue to drive .
  • the on-off between the low-voltage battery pack 10 and the corresponding powertrain 21 can be controlled by the control switch 18 .
  • the above-mentioned vehicle-mounted distributed power supply system may include at least three powertrains 21, wherein one powertrain 21 is connected to the left rear wheel BL of the vehicle.
  • the other powertrain 21 is connected with the right rear wheel BR of the vehicle, and the other at least one powertrain 21 is connected with the left front wheel FL and the right front wheel FR of the vehicle (in FIG. 4a, the left front wheel FL and the right front wheel are FR is connected with two powertrains 21 for example).
  • the above-mentioned vehicle power supply control method provided by the embodiment of the present application may further include: when a failure occurs in the low-voltage battery pack 10 electrically connected to the powertrain 21 corresponding to the left rear wheel BL and/or the right rear wheel BR of the vehicle, The powertrain 21 corresponding to the left rear wheel BL and the right rear wheel BR is disconnected from the low-voltage battery pack 10 .
  • the above-mentioned vehicle power supply control method may further include:
  • the changeover switch 17 that electrically connects the low-voltage battery pack 11a
  • the contact blade G is switched to the first contact S, and the contact blade G of the switch 17 that electrically connects the low-voltage battery packs 11b, 11c and 11d is switched to the second contact D, so that the low-voltage battery pack 11a is connected to other low-voltage batteries.
  • each low-voltage battery pack can be charged normally.
  • the above-mentioned vehicle-mounted distributed power supply system further includes: at least two DC voltage converters 13 and a low-voltage bus bar 14 .
  • Each DC voltage converter 13 is connected in parallel and electrically connected to the high-voltage DC bus bar 11 .
  • the voltage converter 13 is electrically connected to the low-voltage device 23 in the vehicle through the low-voltage bus bar 14 .
  • each DC voltage converter 13 is controlled to work at the same time, and when it is determined that there is a faulty first DC voltage converter among all the DC voltage converters 13 , the DC voltage converters other than the first DC voltage converter are increased. the output power of the voltage converter 13; or,
  • the low-voltage device 23 can be guaranteed to have continuous power supply, and the power supply failure of the low-voltage device 23 can be avoided, which may cause the electric vehicle to run out of control or unable to drive, and improve the power supply reliability of the low-voltage device 23 .
  • the embodiments of the present application further provide a vehicle-mounted power supply control device, and the vehicle-mounted power supply control device is configured to execute the above-mentioned vehicle-mounted power supply control method.
  • the controller may be a vehicle control unit (VCU) or a battery management system (battery management system, BMS).
  • the vehicle power supply control device may also be a vehicle controller (or battery management system). system) in a control module or control unit.
  • the vehicle-mounted power supply control device may also be other controllers that can execute the above-mentioned vehicle-mounted power supply control method, which is not limited here.
  • the vehicle controller is the core component of the electric vehicle, and the vehicle controller is electrically connected to the battery management system, motor controller, charging system, braking system and other components in the electric vehicle, and plays a role in comprehensive coordination the role of control.
  • the vehicle controller may include: a main control chip, a clock circuit, a reset circuit, a power supply module, a signal processing circuit and a communication interface circuit.
  • the above-mentioned vehicle power supply control method may be executed by a main control chip.
  • the above-mentioned battery management system may be electrically connected to the above-mentioned vehicle-mounted distributed power supply system, and may manage the low-voltage battery packs in the vehicle-mounted distributed power supply system.
  • the battery management system may include: a battery monitoring unit and a battery control unit.
  • the battery monitoring unit can monitor parameters such as voltage, current, temperature and state of charge of the low-voltage battery pack.
  • the battery control unit can control the low-voltage battery pack according to the detected parameters to prevent battery overdischarge, overcharge, temperature, etc. High-level anomalies.
  • the above-mentioned vehicle-mounted power supply control method may be executed by a battery control unit.

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Abstract

一种车载分布式供电系统、车载供电控制方法及装置，车载分布式供电系统包括：至少两个低压电池包组（10）；每一个低压电池包组（10）包括至少一个低压电池包（11），每一个低压电池包（11）包括多个单体电池（112）；每一个低压电池包组（10）与车载分布式驱动系统中的至少一个动力总成（21）对应电连接，以为车载分布式驱动系统中的每一个动力总成（21）提供电能。

Description

一种车载分布式供电系统、车载供电控制方法及装置
相关申请的交叉引用
本申请要求在2021年01月28日提交中国专利局、申请号为202110116508.8、申请名称为“一种车载分布式供电系统、车载供电控制方法及装置”的中国专利申请的优先权，其全部内容通过引用结合在本申请中。
技术领域
本申请涉及电动汽车技术领域，尤其涉及一种车载分布式供电系统、车载供电控制方法及装置。
背景技术
目前，电动汽车的驱动系统普遍采用车载集中式驱动系统，车载集中式驱动系统的动力源较单一，一般车载集中式驱动系统分为：单电机驱动系统及双电机驱动系统。其中，单电机驱动系统中仅设有一个动力总成，该动力总成与两个前轮(或两个后轮)连接，以驱动两个前轮(或两个后轮)滚动，从而驱动电动汽车行驶。双电机驱动系统中设有两个动力总成，一个动力总成与两个前轮连接，以驱动两个前轮滚动，另一个动力总成与两个后轮连接，以驱动两个后轮滚动，从而驱动电动汽车行驶。其中，动力总成用于驱动车轮滚动，动力总成可以包括电机、减速器、差速器等器件。
与之相应的，整车供电系统也采用集中式供电架构，集中式供电架构仅包括一个高压电池包，通过高压电池包为驱动系统中的动力总成等部件供电。
随着电动汽车相关技术的不断发展，为了提高驱动系统的驱动效率、操稳性、控制灵活性等，电动汽车的驱动系统正由集中式驱动向分布式驱动演变。车载分布式驱动系统包括至少两个动力总成，左前轮和右前轮(或左后轮和右后轮)分别与不同的动力总成连接，也就是通过两个动力总成分别驱动左前轮和右前轮(或左后轮和右后轮)。
但是，当前分布式驱动系统仍沿用了集中式供电架构，虽然集中式驱动技术较成熟、方案较简单，但是集中式驱动效率低、操稳性差、供电可靠性差、系统安全性低，无法满足未来智能驾驶的安全需求。
发明内容
本申请提供了一种车载分布式供电系统、车载供电控制方法及装置，用以供电系统的供电可靠性及安全性。
第一方面，本申请提供了一种车载分布式供电系统，应用于车载分布式驱动系统。车载分布式驱动系统可以应用于各种电动汽车中，也可以应用于其他需要电机驱动的交通工具中，此处不做限定。车载分布式驱动系统包括至少两个动力总成，其中，动力总成与车轮连接，用于驱动车轮滚动。本申请实施例中的车载分布式供电系统可以包括：至少两个低压电池包组。每一个低压电池包组包括至少一个低压电池包，每一个低压电池包包括多个单体电池。每一个低压电池包组与车载分布式驱动系统中的至少一个动力总成对应电连 接，以为车载分布式驱动系统中的每一个动力总成提供电能。
本申请实施例中，采用至少两个低压电池包组为车载分布式驱动系统中的动力总成供电，当任一低压电池包组中的低压电池包出现故障时，其余的低压电池包组可以继续工作，从而可以避免整个供电系统失效，提高供电系统的供电可靠性及安全性。
在一种可能的实现方式中，上述低压电池包组包括一个低压电池包或串联连接的至少两个低压电池包。在实际应用过程中，可以根据所需的低压电池包组的额定电压，来设置低压电池包组中低压电池包的数量。
为了向车载分布式驱动系统提供电能，在本申请实施例中的低压电池包组可以按照以下几种方式进行设置。
方式一：车载分布式供电系统中的低压电池包组与车载驱动系统中的动力总成一一对应电连接。
方式二：车载分布式供电系统中的每一个低压电池包组与至少两个并联连接的动力总成电连接。
在一种可能的实现方式中，上述车载分布式供电系统，还可以包括：高压直流母线；所有的低压电池包中的至少部分低压电池包串联连接，并通过高压直流母线与车辆中的高压器件电连接。高压直流母线可以作为高压电能传输的通道，可以将各低压电池包的电量提供给高压器件。其中，高压器件可以为空调等器件，在实际应用中，可以根据高压器件的电量需求，来设置串联连接的低压电池包的数量。
在一种可能的实现方式中，上述车载分布式供电系统，还可以包括：至少两个直流电压变换器，以及低压母线，各直流电压变换器并联连接，并与高压直流母线电连接，直流电压变换器通过低压母线与车辆中的低压器件电连接。直流电压变换器可以将高压直流母线的电压转换为低压直流电压，以为低压器件提供电能。低压母线为低压电能传输的通道，可以将直流电压变换器输出的低压直流电压提供给低压器件。
在一种可能的实现方式中，上述车载分布式供电系统，还可以包括：至少两个低压电池，低压电池与直流电压变换器电连接。直流电压变换器可以为低压电池供电，低压电池可以储存低压电能，并且，低压电池通过低压母线与低压器件电连接，因而，低压电池可以为低压器件供电。
在一种可能的实现方式中，上述车载分布式供电系统，还可以包括：多个切换开关；切换开关可以包括：触刀，第一触点，以及第二触点。每一个低压电池包的第一极与一个切换开关的第二触点电连接，第二极与另一个切换开关的第二触点电连接，每一个低压电池包连接的两个切换开关的第一触点电连接。相互连接的两个相邻的低压电池包中，其中一个低压电池包的第一极连接的切换开关的触刀，与另一个低压电池包的第二极连接的切换开关的触刀电连接。本申请实施例中，各低压电池包通过切换开关实现串联连接，通过控制各切换开关可以调整各低压电池包的连接状态。
在一种可能的实现方式中，上述车载分布式供电系统，还可以包括：控制开关，低压电池包组通过控制开关与对应的动力总成电连接。通过设置控制开关，可以控制低压电池包组与对应的动力总成之间的连接状态。
第二方面，本申请还提供了一种车载供电控制方法，用于控制车载分布式供电系统。车载分布式供电系统包括：至少两个低压电池包组，以及高压直流母线；每一个低压电池包组包括至少一个低压电池包；每一个低压电池包组与车载分布式驱动系统中的至少一个 动力总成对应电连接，以为车载分布式驱动系统中的每一个动力总成提供电能；至少两个低压电池包串联连接，并通过高压直流母线与车辆中的高压器件电连接；
上述车载供电控制方法，包括：检测与高压直流母线电连接的各低压电池包的工作状态；根据工作状态确定与高压直流母线电连接的任一低压电池包发生故障时，将发生故障的低压电池包与其他低压电池包断开，并将除发生故障的低压电池包外的其余的各低压电池包串联连接。本申请实施例中的车载供电控制方法，可以将发生故障的低压电池包隔离，使正常的低压电池包能够继续供电，进一步提高车载分布式供电系统的供电可靠性和安全性，以满足未来智能驾驶的供电和安全需求。
在一种可能的实现方式中，上述车载分布式供电系统还包括：多个切换开关，切换开关可以包括：触刀，第一触点，以及第二触点。每一个低压电池包的第一极与一个切换开关的第二触点电连接，第二极与另一个切换开关的第二触点电连接；每一个低压电池包连接的两个切换开关的第一触点电连接。相互连接的两个相邻的低压电池包中，其中一个低压电池包的第一极连接的切换开关的触刀，与另一个低压电池包的第二极连接的切换开关的触刀电连接。
上述车载供电控制方法中，将发生故障的低压电池包与其他低压电池包断开，并将除发生故障的低压电池包外的其余的各低压电池包串联连接，可以包括：将发生故障的低压电池包电连接的切换开关的触刀切换到第一触点处；将除发生故障的低压电池包外的其余的各低压电池包连接的切换开关的触刀切换到第二触点处。这样可以将发生故障的低压电池包与其他电池包断开，使正常的低压电池包串联连接，从而，将出现故障的低压电池包进行隔离，正常的低压电池包继续供电。
在一种可能的实现方式中，上述车载分布式供电系统可以包括至少三个动力总成，其中，一个动力总成与车辆的左前轮连接，另一个动力总成与车辆的右前轮连接，其余至少一个动力总成与车辆的左后轮和右后轮连接。上述车载供电控制方法，还可以包括：当与车辆的左前轮和/或右前轮对应的动力总成电连接的低压电池包组发生故障时，将左前轮和右前轮对应的动力总成与低压电池包组断开。这样，可以保证电动汽车的动力供应更加均衡，防止电动汽车出现失稳等异常现象。
在一种可能的实现方式中，上述车载分布式供电系统包括至少三个动力总成，其中，一个动力总成与车辆的左后轮连接，另一个动力总成与车辆的右后轮连接，其余至少一个动力总成与车辆的左前轮和右前轮连接。车载供电控制方法，还包括：当与车辆的左后轮和/或右后轮对应的动力总成电连接的低压电池包组发生故障时，将左后轮和右后轮对应的动力总成与低压电池包组断开。这样，可以保证电动汽车的动力供应更加均衡，防止电动汽车出现失稳等异常现象。
在一种可能的实现方式中，本申请实施例中的车载供电控制方法，还可以包括：控制所有的低压电池包中的各低压电池包进行串联充电，并获取各低压电池包的剩余容量；当确定至少两个低压电池包组中存在剩余容量达到设定阈值的第一低压电池包时，将第一低压电池包与除第一低压电池包以外的其他低压电池包断开；控制除第一低压电池包以外的其他低压电池包串联充电。本申请实施例中，通过对各低压电池包的充电过程进行监控，并调节各低压电池包的连接状态，可以使各低压电池包均正常充电。
在一种可能的实现方式中，上述车载分布式供电系统还可以包括：至少两个直流电压变换器，以及低压母线；各直流电压变换器并联连接，并与高压直流母线电连接；直流电 压变换器通过低压母线与车辆中的低压器件电连接。
上述车载供电控制方法，还包括：控制各直流电压变换器同时工作，当确定至少两个直流电压变换器中存在发生故障的第一直流电压变换器时，增大除第一直流电压变换器以外的其他各直流电压变换器的输出功率；或者，控制至少两个直流电压变换器中的一个直流电压变换器工作，其余的直流电压变换器为待机状态，当确定处于工作状态的直流电压变换器发生故障，则控制除发生故障的直流电压变换器外的一个直流电压变换器输出功率。这样，可以保证低压器件具有持续的电能供应，避免出现低压器件电能供应失效，而导致电动汽车失控或无法行驶，提高低压器件的供电可靠性。
第三方面，本申请还提供了一种车载供电控制装置，该车载供电控制装置用于执行上述任一车载供电控制方法。该车载供电控制装置可以为整车控制器或电池管理系统。此外，该车载供电控制装置也可以为整车控制器(或电池管理系统)中的一个控制模组或控制单元，此处不对车载供电控制装置的具体类型进行限定。
附图说明
图1a为本申请实施例中车载分布式驱动系统的结构示意图；
图1b为本申请实施例中车载分布式驱动系统的另一结构示意图；
图2为本申请实施例中车载分布式驱动系统的另一结构示意图；
图3为本申请实施例中车载分布式驱动系统的另一结构示意图；
图4a为本申请实施例中车载分布式驱动系统的另一结构示意图；
图4b为本申请实施例中车载分布式驱动系统的另一结构示意图；
图5为本申请实施例提供的车载分布式供电系统的结构示意图；
图6为本申请实施例中低压电池包的结构示意；
图7为本申请实施例中各低压电池包与各动力总成的对应关系示意图；
图8为本申请实施例中各低压电池包与各动力总成的另一对应关系示意图；
图9为本申请实施例中各低压电池包与各动力总成的另一对应关系示意图；
图10为本申请实施例中各低压电池包的连接关系示意图；
图11为本申请实施例中各低压电池包的另一连接关系示意图；
图12为本申请实施例中各低压电池包的另一连接关系示意图；
图13为本申请实施例中各低压电池包的另一连接关系示意图；
图14为本申请实施例中各低压电池包的另一连接关系示意图；
图15为本申请实施例中各低压电池包的另一连接关系示意图；
图16为本申请实施例中各低压电池包的另一连接关系示意图；
图17为本申请实施例中的车载供电控制方法流程图。
附图标记：
10-低压电池包组；11-低压电池包；111-壳体；112-单体电池；T1-第一极；T2-第二极；12-高压直流母线；13-直流电压变换器；14-低压母线；15-低压电池；16-车载充电器；17-切换开关；G-触刀；S-第一触点；D-第二触点；18-控制开关；21-动力总成；211-电机控制单元；212-电机；213-减速器；22-高压器件；23-低压器件；Q1-直流充电接口；Q2-交流充电接口；FL-左前轮；FR-右前轮；BL-左后轮；BR-右后轮。
具体实施方式
本申请实施例提供的车载分布式供电系统，应用于车载分布式驱动系统。车载分布式 驱动系统可以应用于各种电动汽车中，也可以应用于其他需要电机驱动的交通工具中，此处不做限定。车载分布式驱动系统包括至少两个动力总成，其中，动力总成与车轮连接，用于驱动车轮滚动。一般动力总成可以包括：电机控制单元(motor control unit，MCU)、电机及减速器等部件。动力总成可以为集中式动力总成，也可以为其他类型，例如，动力总成也可以为轮毂电机动力总成或轮边电机动力总成，此处不对动力总成的类型进行限定。其中，轮毂电机动力总成是将电机和减速器直接设置在轮辋中，取消了半轴、万向节、差速器、变速器等传动部件；轮边电机动力总成是将电机设置在副车架上。以具有四个车轮的电动汽车为例，以下结合附图对车载分布式驱动系统的几种结构进行举例说明。
结构一：
图1a为本申请实施例中车载分布式驱动系统的结构示意图，图1b为本申请实施例中车载分布式驱动系统的另一结构示意图，如图1a和图1b所示，车载分布式驱动系统可以包括三个动力总成21，其中一个动力总成21用于驱动左前轮FL和右前轮FR，另外两个动力总成21分别用于驱动左后轮BL和右后轮BR。其中，图1a中用于驱动左后轮BL和右后轮BR的动力总成21为轮边电机动力总成，图1b中用于驱动左后轮BL和右后轮BR的动力总成21为轮毂电机动力总成。
结构二：
图2为本申请实施例中车载分布式驱动系统的另一结构示意图，如图2所示，车载分布式驱动系统可以包括两个动力总成21，这两个动力总成21分别用于驱动左前轮FL和右前轮FR。通过驱动左前轮FL和右前轮FR滚动，并带动左后轮BL和右后轮BR滚动，以驱动电动汽车行驶。
结构三：
图3为本申请实施例中车载分布式驱动系统的另一结构示意图，如图3所示，车载分布式驱动系统可以包括两个动力总成21，这两个动力总成21分别用于驱动左后轮BL和右后轮BR。通过驱动左后轮BL和右后轮BR滚动，并带动左前轮FL和右前轮FR滚动，以驱动电动汽车行驶。
结构四：
图4a为本申请实施例中车载分布式驱动系统的另一结构示意图，图4b为本申请实施例中车载分布式驱动系统的另一结构示意图，如图4a和图4b所示，车载分布式驱动系统可以包括四个动力总成21，这四个动力总成21分别用于驱动左前轮FL、右前轮FR、左后轮BL及右后轮BR。其中，图4a中的四个动力总成21均为轮边电机动力总成，图4b中的四个动力总成21均为轮毂电机动力总成。
在相关技术中，车载分布式驱动系统采用集中式供电架构，集中式供电架构包括一个高压电池包，通过高压电池包为驱动系统中的动力总成等部件供电。高压电池包一般包括：外壳，以及封装在外壳内部的多个单体电池，且高压电池包中的多个单体电池串联连接。由于高压电池包是整体结构，一旦内部的单体电池发生故障，整个高压电池包就无法工作，导致整车供电系统失效，使电动汽车无法继续行驶，甚至出现交通事故。因此，集中式供电架构的供电可靠性差、系统安全性低，无法满足未来智能驾驶的安全需求。
基于此，本申请实施例提供了一种车载分布式供电系统、车载供电控制方法及装置，与车载分布式驱动系统相对应的，本申请中的车载分布式供电系统应用于具备车载分布式驱动系统的各种电动汽车中或其他需要电机驱动的交通工具中，此处不做限定。
为了使本申请的目的、技术方案和优点更加清楚，下面将结合附图对本申请作进一步地详细描述。应注意的是，在本说明书中，相似的标号和字母在下面的附图中表示类似项，因此，一旦某一项在一个附图中被定义，则在随后的附图中不需要对其进行进一步定义和解释。
图5为本申请实施例提供的车载分布式供电系统的结构示意图，图6为本申请实施例中低压电池包的结构示意，结合图5和图6，该车载分布式供电系统可以包括：至少两个低压电池包组10；每一个低压电池包组10包括至少一个低压电池包11，每一个低压电池包11包括多个单体电池112。每一个低压电池包组10与车载分布式驱动系统中的至少一个动力总成21对应电连接，以为车载分布式驱动系统中的每一个动力总成21提供电能。其中，一个动力总成21可以包括：电机控制单元211、电机212及减速器213等部件。本申请实施例中，采用至少两个低压电池包组10为车载分布式驱动系统中的动力总成供电，当任一低压电池包组10中的低压电池包11出现故障时，其余的低压电池包10可以继续工作，从而可以避免整个供电系统失效，提高供电系统的供电可靠性及安全性。
如图6所示，低压电池包11可以包括多个单体电池112。在低压电池包11中，多个单体电池112可以串联连接。并且，每一个低压电池包11还可以包括：壳体111，低压电池包11中的多个单体电池112封装于壳体111内部。其中，单体电池112可以为锂电池，或者，单体电池112也可以为其他类型的单体电池，此处不做限定。图6中以低压电池包11中包括二十个单体电池112为例进行示意，在具体实施中，可以根据实际需要设置低压电池包11中单体电池112的数量，此处不做限定。在本申请实施例中，低压电池包可以为额定电压小于400V的电池包。为了满足车载分布式驱动系统的供电需求，本申请中的车载分布式供电系统中各低压电池包11的额定电压总和，需大于或等于车载分布式驱动系统所需电量。例如，分布式驱动的电动汽车所需电量约400V，以车载分布式供电系统包括四个低压电池包11，各低压电池包11的额定电压近似相等，且每一个单体电池112的额定电压约2.5V为例，则每一个低压电池包11中单体电池112的数量可以为四十个左右。
在本申请实施例中，上述低压电池包组10可以包括一个低压电池包11或串联连接的至少两个低压电池包11，在实际应用过程中，可以根据所需的低压电池包组的额定电压，来设置低压电池包组中低压电池包的数量。
在实际应用中，可以根据车载分布式驱动系统的具体结构，来设置车载分布式供电系统中低压电池包组的数量，以及低压电池包组与动力总成的对应关系。为了向车载分布式驱动系统提供电能，在本申请实施例中的低压电池包组可以按照以下几种方式进行设置。
方式一：车载分布式供电系统中的低压电池包组与车载驱动系统中的动力总成一一对应电连接。
图7为本申请实施例中各低压电池包组与各动力总成的对应关系示意图，如图7所示，车载分布式供电系统中的低压电池包组10与车载驱动系统中的动力总成21一一对应电连接。换言之，图7所示的系统中包括四个低压电池包组10和四个动力总成21，其中，每一个低压电池包组10中包括一个低压电池包11，每一个低压电池组10对应连接一个动力总成21，也即低压电池包11的数量与动力总成21的数量一致。图7中以四个动力总成21为例进行示意，在具体实施时，车载分布式驱动系统为其他结构(例如上述结构一至结构四中的任一种)时，低压电池包组也可以设置为与动力总成一一对应。
图8为本申请实施例中各低压电池包与各动力总成的另一对应关系示意图，图8所示 的系统中包括两个低压电池包组10和两个动力总成21，每一个低压电池包组10对应连接一个动力总成21，每一个低压电池包组10中包括串联连接的两个、或两个以上的低压电池包11。图8中以每一个动力总成21与串联连接的两个低压电池包11电连接为例进行示意，此处不对每一个动力总成21电连接的低压电池包11的数量进行限定。
方式二：车载分布式供电系统中的每一个低压电池包组与至少两个并联连接的动力总成电连接。
图9为本申请实施例中各低压电池包与各动力总成的另一对应关系示意图，如图9所示，图9所示的系统中包括两个低压电池包组10和四个动力总成21，每一个低压电池包组10与两个并联连接的动力总成21电连接，每一个低压电池包组10中包括一个低压电池包11。也就是说，可以将至少两个动力总成21并联在同一个低压电池包组10的两端。图9中以每一个低压电池包组10与两个动力总成21电连接为例进行示意，此处不对每一个低压电池包组10电连接的动力总成21的数量进行限定。
此外，在本申请实施例中，也可以将上述方式一与方式二进行结合，例如，车载分布式驱动系统的具体结构为图1a所示的结构一时，前轮对应的动力总成21可以与至少两个串联连接的低压电池包电连接，后轮对应的两个动力总成21可以并联在同一个低压电池包组的两端。在具体实施时，可以根据车载分布式驱动系统的具体结构和动力总成的电量需求，来设置动力总成与低压电池包的对应关系，此处不再一一举例。
在本申请实施例中，低压电池包11除了给各个动力总成21提供电能之外，还可以为其他车内负载供电。
在本申请的一些实施例中，如图5所示，上述车载分布式供电系统，还可以包括：高压直流母线12。所有的低压电池包11中的至少部分低压电池包11串联连接，串联后的低压电池包11通过高压直流母线12与车辆(例如电动汽车)中的高压器件22电连接。可选地，高压直流母线12可以与高压负载接口P1电连接，车辆中的高压器件22可以通过高压负载接口P1与高压直流母线12电连接，此外，车辆中的高压器件22也可以采用其他方式与高压直流母线12电连接，例如直接与高压直流母线12电连接，此处不做限定。本申请实施例中，通过将两个或、两个以上低压电池包11串联连接，可以使串联连接的各低压电池包11的总电量满足高压器件22的电量需求。高压直流母线12可以作为高压电能传输的通道，可以将各低压电池包11的电量提供给高压器件22。其中，高压器件22可以为空调等器件，在实际应用中，可以根据高压器件22的电量需求，来设置串联连接的低压电池包11的数量。即，所有低压电池包11中的一部分进行串联连接即可。
继续参照图5，本申请实施例中的车载分布式供电系统，还可以包括：至少两个直流电压变换器13，以及低压母线14。各直流电压变换器13并联连接，并与高压直流母线12电连接。直流电压变换器13通过低压母线14与车辆(例如电动汽车)中的低压器件23电连接。可选地，低压母线14可以与低压负载接口P2电连接，车辆中的低压器件23可以通过低压负载接口P2与低压母线14电连接，此外，车辆中的低压器件23也可以采用其他方式与低压母线14电连接，例如直接与低压直流母线14电连接，此处不做限定。其中，直流电压变换器13可以为移相全桥(direct current to direct current，DC/DC)变换器或反激式DC/DC变换器。直流电压变换器13可以将高压直流母线12的电压转换为低压直流电压，以为低压器件23提供电能。低压母线14为低压电能传输的通道，可以将直流电压变换器13输出的低压直流电压提供给低压器件23。
其中，低压器件23可以为电动汽车的控制系统，低压器件23对供电可靠性要求较高，通过设置至少两个并联连接的直流电压变换器13，可以为低压器件23冗余备份供电，提高低压器件23的供电可靠性。在实际工作过程中，可以控制各直流电压变换器13同时工作，当检测到所有的直流电压变换器13中存在发生故障的第一直流电压变换器时，可以增大除第一直流电压变换器以外的其他各直流电压变换器13的输出功率，从而继续为低压器件23供电。或者，可以控制所有的直流电压变换器13中的一个直流电压变换器13工作，其余的直流电压变换器13为待机状态(开机但不输出功率)，当检测到处于工作状态的直流电压变换器13发生故障，则控制除故障的直流电压变换器13外的其余的一个直流电压变换器13输出功率，从而继续为低压器件23供电。这样，可以保证低压器件23具有持续的电能供应，避免出现低压器件23电能供应失效，而导致电动汽车失控或无法行驶。
继续参照图5，本申请实施例中的车载分布式供电系统，还可以包括：至少两个低压电池15；低压电池15与直流电压变换器13电连接，直流电压变换器13可以为低压电池15供电。低压电池15可以储存低压电能，并且，低压电池15通过低压母线14与低压器件23电连接，因而，低压电池15可以为低压器件23供电。这样，当直流电压变换器13发生故障时，低压电池15仍可以为低压器件23供电，保证低压器件23具有持续的电能供应，从而可以进一步提高低压器件23的供电可靠性。
此外，本申请实施例中，如图5所示，上述车载分布式供电系统，还可以包括：车载充电器16，车载充电器16可以将外接的交流电源转换为直流高压电源，以通过高压直流母线12向各低压电池包11充电。并且，上述车载分布式供电系统还可以包括：与高压直流母线12电连接的直流充电接口Q1，以及与车载充电器16电连接的交流充电接口Q2，从而可以通过外接电源为车载分布式供电系统充电。
从上文可以看出，为了进一步为车内的高压器件或低压器件提供电能，可以将所有低压电池包或一部分低压电池包串联以满足高压器件的电量需求。下面进一步说明本申请实施例中多个低压电池包的串联连接的具体方式。
图10为本申请实施例中各低压电池包的连接关系示意图，如图10所示，本申请实施例中的车载分布式供电系统，还可以包括：多个切换开关17；切换开关17可以包括：触刀G，第一触点S，以及第二触点D，其中，触刀G与切换开关17的控制端电连接，切换开关17的控制端可以与控制信号线电连接，可以通过控制信号线向切换开关17的控制端施加不同的电压，以控制触刀G与第一触点S或第二触点D电连接。通过设置多个切换开关17，可以使各低压电池包(如图10中11a、11b、11c及11d)串联连接，具体来说，每一个低压电池包的第一极T1与一个切换开关17的第二触点D电连接，第二极T2与另一个切换开关17的第二触点D电连接。图10中，以低压电池包的第一极T1为正极，第二极T2为负极为例进行示意，当然，也可以将低压电池包的第一极T1设置为负极，第二极T2设置为正极，此处不做限定。每一个低压电池包连接的两个切换开关17的第一触点S电连接，相互连接的两个相邻的低压电池包(例如图10中的11a和11b)中，其中一个低压电池包(例如图10中的11b)的第一极T1连接的切换开关17的触刀G，与另一个低压电池包(例如图10中的11a)的第二极T2连接的切换开关17的触刀G电连接。
本申请实施例中，各低压电池包通过切换开关实现串联连接，通过控制各切换开关可以调整各低压电池包的连接状态。例如，图10中，将各切换开关17的触刀G均切换到第 二触点D处，使低压电池包11a、11b、11c及11d串联连接。例如，如图11所示，将低压电池包11a电连接的切换开关17的触刀G切换到第一触点S处，将低压电池包11b、11c及11d电连接的切换开关17的触刀G切换到第二触点D处，可以将低压电池包11a与其他低压电池包断开，使低压电池包11b、11c及11d串联连接。例如，如图12所示，将低压电池包11b电连接的切换开关17的触刀G切换到第一触点S处，将低压电池包11a、11c及11d电连接的切换开关17的触刀G切换到第二触点D处，可以将低压电池包11b与其他低压电池包断开，使低压电池包11a、11c及11d串联连接。例如，如图13所示，将低压电池包11c电连接的切换开关17的触刀G切换到第一触点S处，将低压电池包11a、11b及11d电连接的切换开关17的触刀G切换到第二触点D处，可以将低压电池包11c与其他低压电池包断开，使低压电池包11a、11b及11d串联连接。例如，如图14所示，将低压电池包11d电连接的切换开关17的触刀G切换到第一触点S处，将低压电池包11a、11b及11c电连接的切换开关17的触刀G切换到第二触点D处，可以将低压电池包11d与其他低压电池包断开，使低压电池包11a、11b及11c串联连接。
图10至图14中以四个低压电池包为例，并且，以控制一个低压电池包与其他低压电池包断开为例进行示意，当低压电池包为其他数量时，控制两个、三个或更多个低压电池包与其他低压电池包断开时，也可以按照类似的原理，控制各切换开关来调整各低压电池包的连接状态，此处不再一一赘述。
根据上述切换开关的设计，在本申请实施例中，可以在低压电池包工作时，检测各低压电池包的工作状态，当检测到低压电池包发生故障时，可以通过控制切换开关将发生故障的低压电池包与其他的低压电池包断开，并将其余的正常的各低压电池包串联连接，从而将发生故障的低压电池包隔离，使正常的低压电池包能够继续供电，进一步提高车载分布式供电系统的供电可靠性和安全性，以满足未来智能驾驶的供电和安全需求。以下结合图10至图14，以车载分布式供电系统包括四个低压电池包为例，对低压电池包的故障隔离过程进行详细说明。
如图10所示，低压电池包11a、11b、11c及11d通过多个切换开关17相互连接，各低压电池包均正常工作时，将各切换开关17的触刀G均切换到第二触点D处，使各低压电池包11a、11b、11c及11d串联连接，以控制各低压电池包11a、11b、11c及11d供电。如图11所示，当检测到低压电池包11a出现故障时，将低压电池包11a电连接的切换开关17的触刀G切换到第一触点S处，将低压电池包11b、11c及11d电连接的切换开关17的触刀G切换到第二触点D处，以使低压电池包11a与其他低压电池包断开，使低压电池包11b、11c及11d串联连接，从而，将出现故障的低压电池包11a进行隔离，正常的低压电池包11b、11c及11d继续供电。如图12所示，将低压电池包11b电连接的切换开关17的触刀G切换到第一触点S处，将低压电池包11a、11c及11d电连接的切换开关17的触刀G切换到第二触点D处，以使低压电池包11b与其他低压电池包断开，使低压电池包11a、11c及11d串联连接，从而，将出现故障的低压电池包11b进行隔离，正常的低压电池包11a、11c及11d继续供电。如图13所示，将低压电池包11c电连接的切换开关17的触刀G切换到第一触点S处，将低压电池包11a、11b及11d电连接的切换开关17的触刀G切换到第二触点D处，以使低压电池包11c与其他低压电池包断开，使低压电池包11a、11b及11d串联连接，从而，将出现故障的低压电池包11c进行隔离，正常的低压电池包11a、11b及11d继续供电。如图14所示，将低压电池包11d电连接的切换开关17的触刀 G切换到第一触点S处，将低压电池包11a、11b及11c电连接的切换开关17的触刀G切换到第二触点D处，以使低压电池包11d与其他低压电池包断开，使低压电池包11a、11b及11c串联连接，从而，将出现故障的低压电池包11d进行隔离，正常的低压电池包11a、11b及11c继续供电。以上，以四个低压电池包为例，并且，以一个低压电池包出现故障为例进行举例说明，在实际工作过程中，低压电池包为其他数量，出现故障的低压电池包为两个、三个或更多个时，可以按照类似的原理进行故障隔离，此处不再一一赘述。
此外，为了使隔离故障的低压电池包后，剩余的低压电池包串联后仍能满足供电需求，在对车载分布式供电系统进行设计时，可以将车载分布式供电系统中各低压电池包的额定电压总和，设置为大于车载分布式驱动系统所需电量，且超出的余量可等于或大于一个或多个低压电池包的额定电压。例如，可以设置为比车载分布式驱动系统所需电量大一个低压电池包的额定电压，可以根据实际情况进行设置，此处不做限定。
在具体实施时，为了提高充电效率，可以将车载分布式供电系统中各低压电池包进行串联充电，由于各低压电池包为不同的动力总成进行供电，因而，各低压电池包的电能使用情况可能不同，这样，在充电过程中，电量剩余较多的低压电池包会首先充满，由于低压电池包串联，因此充电电流无法通过充满后的该低压电池包，从而影响其他的低压电池包充电。本申请实施例中，通过对各低压电池包的充电过程进行监控，并调节各低压电池包的连接状态，可以使各低压电池包均正常充电。具体地，对各低压电池包进行串联充电，并检测各低压电池包的剩余容量，例如，可以通过检测各低压电池包的荷电状态(state of charge，SOC)，来反应各低压电池包的剩余容量。当检测到各低压电池包中存在剩余容量达到设定阈值的第一电源电池包时，将上述第一低压电池包与除第一低压电池包以外的其他低压电池包断开，对除第一低压电池包以外的其他低压电池包串联充电。其中，可以将设定阈值设置为80％、90％或100％等数值，此处不做限定。以下结合附图，仍以车载分布式供电系统包括四个低压电池包为例，对各低压电池包的充电过程进行详细说明。
如图10所示，将各切换开关17的触刀G均切换到第二触点D处，使各低压电池包11a、11b、11c及11d串联连接，并对各低压电池包11a、11b、11c及11d进行串联充电，在充电过程中，检测各低压电池包的剩余容量。如图11所示，当检测到低压电池包11a的剩余容量达到设定阈值时，低压电池包11b、11c及11d的剩余容量未达到设定阈值，将低压电池包11a电连接的切换开关17的触刀G切换到第一触点S处，将低压电池包11b、11c及11d电连接的切换开关17的触刀G切换到第二触点D处，以使低压电池包11a与其他低压电池包断开，使低压电池包11b、11c及11d串联连接，从而使低压电池包11b、11c及11d继续充电。如图15所示，在继续充电的过程中，检测到低压电池包11b的剩余容量达到设定阈值，低压电池包11c及11d的剩余容量未达到设定阈值，将低压电池包11b电连接的切换开关17的触刀也切换到第一触点S处，将低压电池包11c和11d电连接的切换开关17的触刀G仍切换到第二触点D处，以使低压电池包11a、11b与其他低压电池包断开，使低压电池包11c和11d串联连接，从而使低压电池包11c和11d继续充电。如图16所示，在继续充电的过程中，检测到低压电池包11c的剩余容量达到设定阈值，低压电池包11d的剩余容量未达到设定阈值，将低压电池包11c电连接的切换开关17的触刀也切换到第一触点S处，将低压电池包11d电连接的切换开关17的触刀G仍切换到第二触点D处，以使低压电池包11a、11b、11c与低压电池包11d断开，从而使低压电池包11d继续充电。以上，以充电顺序为11a、11b、11c、11d为例进行举例说明，在实际充电过程中， 可以根据各低压电池包的充电情况，确定充电顺序，此处不做限定。
如图7所示，本申请实施例中的车载分布式供电系统，还可以包括：控制开关18；低压电池包组10通过控制开关18与对应的动力总成21电连接。通过设置控制开关18，可以控制低压电池包组10与对应的动力总成21之间的连接状态。以图4a所示的车载分布式驱动系统的结构为例，车辆的左前轮FL与一个动力总成21连接，车辆的右前轮FR与一个动力总成21连接，车辆的左后轮BL和右后轮BR至少与一个动力总成21连接(图4a中以左后轮BL和右后轮BR与两个动力总成21连接为例)，当与车辆的左前轮FL和/或右前轮FR对应的动力总成21电连接的低压电池包组10发生故障时，将左前轮FL和右前轮FR对应的动力总成21与低压电池包组10断开，这样，可以保证电动汽车的动力供应更加均衡，防止电动汽车出现失稳等异常现象，此时，与左后轮BL和右后轮BR连接的动力总成21能够继续驱动两个后轮滚动，并通过两个后轮带动两个前轮滚动，使电动汽车能够继续行驶。同理，仍以图4a所示的车载分布式驱动系统的结构为例，车辆的左后轮BL与一个动力总成21连接，车辆的右后轮BR与一个动力总成21连接，车辆的左前轮FL和右前轮FR与至少一个动力总成21连接(图4a中以左前轮FL和右前轮FR与两个动力总成21连接为例)，当与车辆的左后轮BL和/或右后轮BR对应的动力总成21电连接的低压电池包组10发生故障时，将左后轮BL和右后轮BR对应的动力总成21与低压电池包组10断开。
本申请实施例还提供了一种车载供电控制方法，用于控制车载分布式供电系统。该车载供电控制方法可以由车载供电控制装置执行，该车载供电控制装置可以为整车控制器(vehicle control unit，VCU)或电池管理系统(battery management system，BMS)。此外，该车载供电控制装置也可以为整车控制器(或电池管理系统)中的一个控制模组或控制单元，此处不对车载供电控制装置的具体类型进行限定。
如图5所示，上述车载分布式供电系统包括：至少两个低压电池包组10，以及高压直流母线12；每一个低压电池包组10包括至少一个低压电池包11；每一个低压电池包组10与车载分布式驱动系统中的至少一个动力总成21对应电连接，以为车载分布式驱动系统中的每一个动力总成21提供电能；至少两个低压电池包11串联连接，并通过高压直流母线12与车辆中的高压器件22电连接。图17为本申请实施例中的车载供电控制方法流程图，如图17所示，上述车载供电控制方法可以包括：
S301、检测与高压直流母线电连接的各低压电池包的工作状态；
S302、根据工作状态确定与高压直流母线电连接的任一低压电池包发生故障时，将发生故障的低压电池包与其他低压电池包断开，并将除发生故障的低压电池包外的其余的各低压电池包串联连接。
本申请实施例中的车载供电控制方法，可以将发生故障的低压电池包隔离，使正常的低压电池包能够继续供电，进一步提高车载分布式供电系统的供电可靠性和安全性，以满足未来智能驾驶的供电和安全需求。
如图10所示，上述车载分布式供电系统还可以包括：多个切换开关17，切换开关17可以包括：触刀G，第一触点S，以及第二触点D。每一个低压电池包11的第一极T1与一个切换开关17的第二触点D电连接，第二极T2与另一个切换开关17的第二触点D电连接，每一个低压电池包11连接的两个切换开关17的第一触点S电连接。相互连接的两个相邻的低压电池包11中，其中一个低压电池包11的第一极T1连接的切换开关17的触 刀G，与另一个低压电池包11的第二极T2连接的切换开关17的触刀G电连接。
本申请实施例提供的上述车载供电控制方法中，上述步骤S302，可以包括：
参照图11，将发生故障的低压电池包(例如11b发生故障)电连接的切换开关17的触刀G切换到第一触点S处，将除发生故障的低压电池包11b外的其余的各低压电池包11a、11c、11d连接的切换开关17的触刀G切换到第二触点D处，以使发生故障的低压电池包与其他电池包断开，使正常的低压电池包串联连接，从而，将出现故障的低压电池包进行隔离，正常的低压电池包继续供电。
在一些实施例中，以图4a所示的车载分布式驱动系统的结构为例，上述车载分布式供电系统可以包括至少三个动力总成21，其中，一个动力总成21与车辆的左前轮FL连接，另一个动力总成21与车辆的右前轮FR连接，其余至少一个动力总成21与车辆的左后轮BL和右后轮BR连接(图4a中以左后轮BL和右后轮BR与两个动力总成21连接为例)。
本申请实施例提供的上述车载供电控制方法，还可以包括：结合图4a和图7，当与车辆的左前轮FL和/或右前轮FR对应的动力总成21电连接的低压电池包组10发生故障时，将左前轮FL和右前轮FR对应的动力总成21与低压电池包组10断开，这样，可以保证电动汽车的动力供应更加均衡，防止电动汽车出现失稳等异常现象，此时，与左后轮BL和右后轮BR连接的动力总成21能够继续驱动两个后轮滚动，并通过两个后轮带动两个前轮滚动，使电动汽车能够继续行驶。具体可以通过控制开关18控制低压电池包组10与对应的动力总成21之间的通断。
同理，仍以图4a所示的车载分布式驱动系统的结构为例，上述车载分布式供电系统可以包括至少三个动力总成21，其中，一个动力总成21与车辆的左后轮BL连接，另一个动力总成21与车辆的右后轮BR连接，其余至少一个动力总成21与车辆的左前轮FL和右前轮FR连接(图4a中以左前轮FL和右前轮FR与两个动力总成21连接为例)。本申请实施例提供的上述车载供电控制方法，还可以包括：当与车辆的左后轮BL和/或右后轮BR对应的动力总成21电连接的低压电池包组10发生故障时，将左后轮BL和右后轮BR对应的动力总成21与低压电池包组10断开。
在本申请实施例中，上述车载供电控制方法还可以包括：
控制所有的低压电池包中的各低压电池包进行串联充电，并获取各低压电池包的剩余容量；
当确定所有的低压电池包中存在剩余容量达到设定阈值的第一低压电池包时，将上述第一低压电池包与除第一低压电池包以外的其他低压电池包断开；
控制除上述第一低压电池包以外的其他低压电池包串联充电。
例如，在图11中，当检测到低压电池包11a的剩余容量达到设定阈值时，其余的低压电池包11b、11c及11d未达到设定阈值，将低压电池包11a电连接的切换开关17的触刀G切换到第一触点S处，将低压电池包11b、11c及11d电连接的切换开关17的触刀G切换到第二触点D处，以使低压电池包11a与其他低压电池包断开，使低压电池包11b、11c及11d串联连接，从而使低压电池包11b、11c及11d继续充电。本申请实施例中，通过对各低压电池包的充电过程进行监控，并调节各低压电池包的连接状态，可以使各低压电池包均正常充电。
此外，如图5所示，上述车载分布式供电系统还包括：至少两个直流电压变换器13，以及低压母线14，各直流电压变换器13并联连接，并与高压直流母线11电连接，直流电 压变换器13通过低压母线14与车辆中的低压器件23电连接。
本申请实施例中的车载供电控制方法，还可以包括：
参照图5，控制各直流电压变换器13同时工作，当确定所有的直流电压变换器13中存在发生故障的第一直流电压变换器时，增大除第一直流电压变换器以外的其他各直流电压变换器13的输出功率；或者，
控制所有的直流电压变换器13中的一个直流电压变换器13工作，其余的直流电压变换器13为待机状态(开机但不输出功率)，当确定到处于工作状态的直流电压变换器13发生故障，则控制除发生故障的直流电压变换器13外的一个直流电压变换器13输出功率。
这样，可以保证低压器件23具有持续的电能供应，避免出现低压器件23电能供应失效，而导致电动汽车失控或无法行驶，提高低压器件23的供电可靠性。
本申请实施例还提供了一种车载供电控制装置，该车载供电控制装置用于执行上述车载供电控制方法。可选地，该控制器可以为整车控制器(vehicle control unit，VCU)或电池管理系统(battery management system，BMS)，此外，该车载供电控制装置也可以为整车控制器(或电池管理系统)中的一个控制模组或控制单元。当然，该车载供电控制装置也可以为其他可以执行上述车载供电控制方法的控制器，此处不做限定。
在本申请实施例中，整车控制器是电动汽车的核心部件，整车控制器与电动汽车中的电池管理系统、电机控制器、充电系统及制动系统等部件电连接，起到综合协调控制的作用。可选地，整车控制器可以包括：主控芯片、时钟电路、复位电路、电源模块、信号处理电路及通讯接口电路。在具体实施时，可以通过主控芯片执行上述车载供电控制方法。
在本申请实施例中，上述电池管理系统可以与上述车载分布式供电系统电连接，可以对车载分布式供电系统中的低压电池包进行管理。可选地，电池管理系统可以包括：电池监控单元及电池控制单元。电池监控单元可以对低压电池包的电压、电流、温度及荷电状态等参数进行监控，电池控制单元可以根据检测得到的参数，对低压电池包进行控制，防止出现电池过放电、过充电、温度过高等异常现象。在具体实施时，可以通过电池控制单元执行上述车载供电控制方法。
以上所述，仅为本申请的具体实施方式，但本申请的保护范围并不局限于此，任何熟悉本技术领域的技术人员在本申请揭露的技术范围内，可轻易想到变化或替换，都应涵盖在本申请的保护范围之内。因此，本申请的保护范围应以所述权利要求的保护范围为准。

Claims (15)

  1. 一种车载分布式供电系统，应用于车载分布式驱动系统，其特征在于，所述车载分布式驱动系统包括至少两个动力总成；所述车载分布式供电系统包括：至少两个低压电池包组；
    每一个所述低压电池包组包括至少一个低压电池包；每一个所述低压电池包包括多个单体电池；
    每一个所述低压电池包组与所述车载分布式驱动系统中的至少一个所述动力总成对应电连接，以为所述车载分布式驱动系统中的每一个动力总成提供电能。
  2. 如权利要求1所述的车载分布式供电系统，其特征在于，所述低压电池包组包括一个所述低压电池包或串联连接的至少两个所述低压电池包。
  3. 如权利要求1或2所述的车载分布式供电系统，其特征在于，所述车载分布式供电系统中的所述低压电池包组与所述车载驱动系统中的所述动力总成一一对应电连接；或者，
    所述车载分布式供电系统中的每一个所述低压电池包组与至少两个并联连接的所述动力总成电连接。
  4. 如权利要求1-3任一项所述的车载分布式供电系统，其特征在于，还包括：高压直流母线；
    所述至少两个低压电池包组中的至少两个所述低压电池包串联连接，并通过所述高压直流母线与车辆中的高压器件电连接。
  5. 如权利要求4所述的车载分布式供电系统，其特征在于，还包括：至少两个直流电压变换器，以及低压母线；
    各所述直流电压变换器并联连接，并与所述高压直流母线电连接；
    所述直流电压变换器通过所述低压母线与车辆中的低压器件电连接。
  6. 如权利要求5所述的车载分布式供电系统，其特征在于，还包括：至少两个低压电池；
    所述低压电池与所述直流电压变换器电连接。
  7. 如权利要求1～6任一项所述的车载分布式供电系统，其特征在于，还包括：多个切换开关；
    所述切换开关包括：触刀，第一触点，以及第二触点；
    每一个所述低压电池包的第一极与一个所述切换开关的所述第二触点电连接，第二极与另一个所述切换开关的所述第二触点电连接；每一个所述低压电池包连接的两个所述切换开关的所述第一触点电连接；
    相互连接的两个相邻的所述低压电池包中，其中一个所述低压电池包的第一极连接的所述切换开关的触刀，与另一个所述低压电池包的第二极连接的所述切换开关的触刀电连接。
  8. 如权利要求1～7任一项所述的车载分布式供电系统，其特征在于，还包括：控制开关；
    所述低压电池包组通过所述控制开关与对应的所述动力总成电连接。
  9. 一种车载供电控制方法，其特征在于，用于控制车载分布式供电系统，所述车载分布式供电系统包括：至少两个低压电池包组，以及高压直流母线；每一个所述低压电池包 组包括至少一个低压电池包；每一个所述低压电池包组与所述车载分布式驱动系统中的至少一个动力总成对应电连接，以为所述车载分布式驱动系统中的每一个所述动力总成提供电能；至少两个所述低压电池包串联连接，并通过所述高压直流母线与车辆中的高压器件电连接；
    所述车载供电控制方法，包括：
    检测与所述高压直流母线电连接的各所述低压电池包的工作状态；
    根据所述工作状态确定与所述高压直流母线电连接的任一所述低压电池包发生故障时，将发生故障的所述低压电池包与其他所述低压电池包断开，并将除发生故障的所述低压电池包外的其余的各所述低压电池包串联连接。
  10. 如权利要求9所述的车载供电控制方法，其特征在于，所述车载分布式供电系统还包括：多个切换开关；所述切换开关包括：触刀，第一触点，以及第二触点；每一个所述低压电池包的第一极与一个所述切换开关的所述第二触点电连接，第二极与另一个所述切换开关的所述第二触点电连接；每一个所述低压电池包连接的两个所述切换开关的所述第一触点电连接；相互连接的两个相邻的所述低压电池包中，其中一个所述低压电池包的第一极连接的所述切换开关的触刀，与另一个所述低压电池包的第二极连接的所述切换开关的触刀电连接；
    所述将发生故障的所述低压电池包与其他所述低压电池包断开，并将除发生故障的所述低压电池包外的其余的各所述低压电池包串联连接，包括：
    将发生故障的所述低压电池包电连接的切换开关的触刀切换到第一触点处；
    将除发生故障的所述低压电池包外的其余的各所述低压电池包连接的切换开关的触刀切换到第二触点处。
  11. 如权利要求9所述的车载供电控制方法，其特征在于，所述车载分布式供电系统包括至少三个动力总成，其中，一个所述动力总成与车辆的左前轮连接，另一个所述动力总成与所述车辆的右前轮连接，其余至少一个所述动力总成与所述车辆的左后轮和右后轮连接；
    所述车载供电控制方法，还包括：
    当与所述车辆的左前轮和/或右前轮对应的所述动力总成电连接的低压电池包组发生故障时，将所述左前轮和所述右前轮对应的所述动力总成与所述低压电池包组断开。
  12. 如权利要求9所述的车载供电控制方法，其特征在于，所述车载分布式供电系统包括至少三个动力总成，其中，一个所述动力总成与车辆的左后轮连接，另一个所述动力总成与所述车辆的右后轮连接，其余至少一个所述动力总成与所述车辆的左前轮和右前轮连接；
    所述车载供电控制方法，还包括：
    当与所述车辆的左后轮和/或右后轮对应的所述动力总成电连接的低压电池包组发生故障时，将所述左后轮和所述右后轮对应的所述动力总成与所述低压电池包组断开。
  13. 如权利要求9～12任一项所述的车载供电控制方法，其特征在于，还包括：
    控制所述至少两个低压电池包组中的各所述低压电池包进行串联充电，并获取各所述低压电池包的剩余容量；
    当确定所述至少两个低压电池包组中存在剩余容量达到设定阈值的第一低压电池包时，将所述第一低压电池包与除所述第一低压电池包以外的其他低压电池包断开；
    控制除所述第一低压电池包以外的其他低压电池包串联充电。
  14. 如权利要求9～13任一项所述的车载供电控制方法，其特征在于，所述车载分布式供电系统还包括：至少两个直流电压变换器，以及低压母线；各所述直流电压变换器并联连接，并与所述高压直流母线电连接；所述直流电压变换器通过所述低压母线与车辆中的低压器件电连接；
    所述车载供电控制方法，还包括：
    控制各直流电压变换器同时工作，当确定所述至少两个直流电压变换器中存在发生故障的第一直流电压变换器时，增大除所述第一直流电压变换器以外的其他各所述直流电压变换器的输出功率；或者，
    控制所述至少两个直流电压变换器中的一个所述直流电压变换器工作，其余的所述直流电压变换器为待机状态，当确定处于工作状态的所述直流电压变换器发生故障，则控制除发生故障的所述直流电压变换器外的一个所述直流电压变换器输出功率。
  15. 一种车载供电控制装置，其特征在于，所述车载供电控制装置用于执行如权利要求9～14任一项所述的车载供电控制方法。
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