Power redundancy control system and vehicle

Abstract

The utility model relates to the field of new energy automobiles, and provides a power redundancy control system and a vehicle, and the system comprises a DCDC direct current converter, a power distribution module, a plurality of key loads, and a low-voltage power supply module. The power distribution module comprises a first power distribution unit and a second power distribution unit which can supply power to each key load at the same time and are electrically isolated from each other. The DCDC converter is connected with the first power distribution unit; the low-voltage power supply module is connected with the second power distribution unit. According to the utility model, the DCDC converter, the power distribution module, the low-voltage power supply module and the power supply loop form the power supply redundancy control system of the whole vehicle, so that at least one power supply loop connected to a key load can work normally; the utility model aims to provide a power supply redundancy supply scheme with a high function safety level requirement for a plurality of key loads. The number of parts is reduced, the manufacturing cost of the whole vehicle is reduced, and meanwhile the reliability of a power supply redundancy supply scheme is improved.

Description

Technical Field

[0001] The utility model relates to the technical field of new energy vehicles, and in particular to a power redundancy control system and a vehicle. Background Art

[0002] With the continuous development of artificial intelligence technology for electric vehicles, intelligent driving is becoming a development trend in the future automotive industry. Currently, more and more vehicles are equipped with intelligent driving systems. If there is no power redundancy design for key systems (such as braking systems, steering systems, domain control systems, intelligent driving module systems, etc.) in intelligent driving technology, when the power supply of these key systems fails, it is easy to cause the corresponding functions to fail, resulting in the risk of vehicle accidents and even threats to personal safety.

[0003] However, the existing intelligent driving technology has carried out relatively complex power redundancy design for some key systems, resulting in a significant increase in the BOM (bill of material) cost of the entire vehicle. For example, the utility model patent with application number CN202220246738.6 discloses that the power redundancy system of the entire vehicle is composed of a power battery, a DCDC (direct current converter), two distribution units, and two batteries. Not only does the cost of manufacturing the entire vehicle increase, but the use of two PMU (power management unit) units using the traditional low-voltage power distribution solution, the power distribution protection is not timely and safe, and it is not recoverable.

[0004] For example, the utility model patent with application number CN202221090183.7 discloses that the power redundancy system of the whole vehicle is formed by DCDC1, DCDC2, battery 1, battery 2 and power isolation module. Similarly, it also causes the cost of the whole vehicle to rise, and the power isolation module still uses the traditional low-voltage power distribution solution, and there are also situations where the power distribution protection is not timely and safe, and it is irreversible. Utility Model Content

[0005] The utility model provides a power redundancy control system and a vehicle, which are used to solve the problems of high cost and low safety and reliability of intelligent driving power redundancy control systems in the prior art.

[0006] The utility model provides a power supply redundancy control system, comprising:

[0007] DCDC DC converter, power distribution module, multiple key loads, low voltage power supply module;

[0008] The power distribution module comprises: a first power distribution unit and a second power distribution unit capable of supplying power to each of the key loads simultaneously and electrically isolated from each other;

[0009] The DCDC direct current converter is connected to the first power distribution unit;

[0010] The low-voltage power supply module is connected to the second power distribution unit.

[0011] According to a power redundancy control system provided by the utility model, the first power distribution unit includes: a first power distribution controller, a first control switch and a plurality of second control switches;

[0012] Each of the critical loads is connected in parallel to the output end of the first control switch through one of the second control switches;

[0013] The first control switch and each of the second control switches are normally closed and are respectively connected to the first power distribution controller;

[0014] The second power distribution unit comprises: a second power distribution controller, a third control switch and a plurality of fourth control switches;

[0015] Each of the critical loads is connected in parallel to the output end of the third control switch through one of the fourth control switches;

[0016] The third control switch and each of the fourth control switches are normally closed and are respectively connected to the second power distribution controller.

[0017] According to a power redundancy control system provided by the utility model, the DCDC DC converter includes: a DCDC control module and a fifth control switch;

[0018] The DCDC control module is used to detect the status information of the DCDC DC converter;

[0019] An input end of the fifth control switch is connected to the DCDC control module, and an output end of the fifth control switch is connected to the first control switch.

[0020] According to a power redundancy control system provided by the utility model, the low-voltage power supply module includes: a low-voltage battery management unit and the sixth control switch;

[0021] The low-voltage battery management unit is used to detect the status information of the low-voltage power supply module;

[0022] The input end of the sixth control switch is connected to the low-voltage battery management unit, and the output end of the sixth control switch is connected to the output end of the third control switch;

[0023] An input end of the third control switch is connected between the fifth control switch and the first control switch.

[0024] According to a power redundancy control system provided by the utility model, the first control switch, multiple second control switches, the third control switch, multiple fourth control switches, the fifth control switch and the sixth control switch are all efuse switches.

[0025] According to a power redundancy control system provided by the utility model, the first power distribution unit and / or the second power distribution unit are respectively connected to conventional loads.

[0026] According to a power redundancy control system provided by the utility model, the power distribution module is connected to the DCDC DC converter, the low-voltage power supply module and the critical load through a CAN bus, and the power distribution module can receive instructions from other controllers through the CAN bus to control the on and off of the efuse switch of the power distribution module.

[0027] According to a power redundancy control system provided by the utility model, the multiple key loads include: a domain controller, an intelligent driving controller, a regional gateway controller, a braking system controller and a steering system controller.

[0028] According to a power redundancy control system provided by the utility model, the low-voltage power supply module provides low voltages of multiple voltage levels for the low-voltage loads of the entire vehicle.

[0029] The utility model also provides a vehicle, comprising any one of the power redundancy control systems described above.

[0030] The utility model provides a power redundancy control system and a vehicle, which constitutes a power redundancy control system of the whole vehicle by combining a DCDC DC converter, a power distribution module, a low-voltage power supply module and its power supply circuit, and ensures that at least one power supply circuit connected to a critical load can work normally, aiming to provide a power redundancy supply solution with high functional safety level requirements for multiple critical loads. The utility model not only simplifies the number of parts and reduces the manufacturing cost of the whole vehicle, but also improves the reliability of the power redundancy supply solution. BRIEF DESCRIPTION OF THE DRAWINGS

[0031] In order to more clearly illustrate the embodiments of the utility model or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the utility model. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0032] Figure 1 It is a circuit diagram of a power supply redundancy control system provided by an embodiment of the utility model.

[0033] Reference numerals:

[0034] 1: DCDC DC converter; 11: DCDC control module; 2: power distribution module; 21: first power distribution unit; 22: second power distribution unit; 3: critical load; 4: low-voltage power supply module; 41: low-voltage battery management unit; S4: first control switch; S5-S13: multiple second control switches; S3: third control switch; S14-S22: multiple fourth control switches; S1: fifth control switch; S2: sixth control switch. DETAILED DESCRIPTION

[0035] In order to make the purpose, technical solution and advantages of the embodiment of the utility model clearer, the technical solution in the embodiment of the utility model will be clearly and completely described below in conjunction with the drawings in the embodiment of the utility model. Obviously, the described embodiment is a part of the embodiment of the utility model, not all of the embodiments. Based on the embodiment of the utility model, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the utility model.

[0036] In the description of the embodiments of the present utility model, it should be noted that the terms "center", "longitudinal", "lateral", "upper", "lower", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside" and the like indicate positions or positional relationships based on the positions or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the embodiments of the present utility model and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as limiting the embodiments of the present utility model. In addition, the terms "first", "second", and "third" are used for descriptive purposes only and cannot be understood as indicating or implying relative importance.

[0037] In the description of the embodiments of the present utility model, it should be noted that, unless otherwise clearly specified and limited, the terms "connected" and "connection" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be directly connected or indirectly connected through an intermediate medium. For ordinary technicians in this field, the specific meanings of the above terms in the embodiments of the present utility model can be understood according to specific circumstances.

[0038] Combine the following Figure 1 The utility model describes a power redundancy control system and a vehicle.

[0039] like Figure 1 As shown, the utility model provides a circuit diagram of a power supply redundancy control system. This embodiment provides a power supply redundancy control system, including:

[0040] DCDC DC converter 1, power distribution module 2, multiple key loads 3, low voltage power supply module 4;

[0041] The power distribution module 2 includes: a first power distribution unit 21 and a second power distribution unit 22 that can simultaneously supply power to each critical load and are electrically isolated from each other;

[0042] The DCDC direct current converter 1 is connected to the first power distribution unit 21;

[0043] The low-voltage power supply module 4 is connected to the second power distribution unit 22 .

[0044] This embodiment forms a power redundancy system for the whole vehicle by combining a DCDC converter 1, a power distribution module 2, a low-voltage power supply module 4 and the power supply circuit they form. When working normally, the DCDC converter 1 and the low-voltage power supply module 4 can simultaneously supply power to the key loads of the whole vehicle. When a failure occurs, at least one power supply circuit connected to the key load can work normally. It is intended to provide a power redundancy supply solution with high functional safety level requirements for key loads such as domain control systems, intelligent driving systems, regional gateway systems, steering system controllers, and brake system controllers. Compared with the power redundancy control system provided by the prior art, it simplifies the number of components, reduces the manufacturing cost of the whole vehicle, and improves the reliability of the power redundancy supply solution.

[0045] In a preferred example, the first power distribution unit 21 includes: a first power distribution controller, a first control switch S4 and a plurality of second control switches (S5-S13);

[0046] Each critical load 3 is connected in parallel to the output end of the first control switch S4 through a second control switch (S5-S13);

[0047] The first control switch S4 and each second control switch (S5-S13) are normally closed and respectively connected to the first power distribution controller;

[0048] The second power distribution unit 22 includes: a second power distribution controller, a third control switch S3 and a plurality of fourth control switches (S14-S22);

[0049] Each critical load 3 is connected in parallel to the output end of the third control switch S3 through a fourth control switch (S14-S22);

[0050] The third control switch S3 and each of the fourth control switches ( S14 - S22 ) are normally closed and are respectively connected to the second power distribution controller.

[0051] Specifically, the power distribution module 2 is a device for reasonably distributing, controlling and protecting the power supply of the whole vehicle, and is composed of a first power distribution unit 21 and a second power distribution unit 22. The power distribution module 2 can be an electrical component, which includes two electrically isolated first power distribution units 21 and second power distribution units 22. It can also be two independent electrical components, that is, the first power distribution unit 21 and the second power distribution unit 22 are two independent electrical components. The first control switch S4, the second control switch (S5-S13), the third control switch S3, and the fourth control switch (S14-S22) are all efuse switches.

[0052] The first power distribution unit 21 can control the opening and closing of the efuse switches (S4-S13) in their respective systems, and the second power distribution unit 22 can control the opening and closing of the efuse switches (S3, S14-S22) in their respective systems. The first power distribution unit 21 or the second power distribution unit 22 has the functions of short circuit protection, circuit breaker protection, overvoltage protection, undervoltage protection, overcurrent protection, overheating protection, surge current suppression, reverse current blocking, etc.

[0053] When the first power distribution controller or the second power distribution controller detects faults such as overcurrent, overtemperature, and overvoltage, it can receive instructions from other controllers through bus signals (CAN, CANFD, etc.) to control the corresponding efuse switch to open, and can control the closing of the corresponding efuse switch by itself after receiving the fault clearance signal.

[0054] If only a certain critical load or critical load power line has an abnormality, it is only necessary to cut off the control switch on the critical load power line, which will not affect other power lines. This avoids abnormalities in other critical load power lines caused by failure of a single critical load or critical load power line, thereby greatly reducing the risk of endangering the safety of drivers and passengers.

[0055] In a preferred example, the DCDC DC converter 1 comprises: a DCDC control module 11 and a fifth control switch S1;

[0056] The DCDC control module 11 is used to detect the status information of the DCDC DC converter 1;

[0057] An input end of the fifth control switch S1 is connected to the DCDC control module 11 , and an output end of the fifth control switch S1 is connected to the first control switch S4 .

[0058] Specifically, the DCDC converter 1 is connected to the power battery of the vehicle and can convert the high-voltage DC power supply of the vehicle into a low-voltage DC power supply. The DCDC control module 11 inside the DCDC converter 1 has the functions of detecting overcurrent, overtemperature, overvoltage, short circuit, open circuit, etc. of the DCDC converter 1, and can control the closing of the fifth control switch S1, thereby closing the energy output of the DCDC converter 1.

[0059] In a preferred example, the low voltage power supply module 4 includes: a low voltage battery management unit 41 and a sixth control switch S2;

[0060] The low voltage battery management unit 41 is used to detect the status information of the low voltage power supply module 4;

[0061] An input end of the sixth control switch S2 is connected to the low-voltage battery management unit, and an output end of the sixth control switch S2 is connected to an output end of the third control switch S3;

[0062] An input end of the third control switch S3 is connected between the fifth control switch S1 and the first control switch S4 .

[0063] Specifically, the low-voltage power supply module 4 has a low-voltage battery management unit (BMS) 41 inside, which mainly plays the role of data acquisition, state detection, safety protection, charging control, energy control, balance management and information management. When the BMS detects that the low-voltage lithium battery has a fault, it can turn off the sixth control switch S2 to turn off the energy output of the low-voltage power supply module 4.

[0064] During normal operation: the DCDC converter 1 controls the fifth control switch S1 to close, the low-voltage power supply module 4 controls the sixth control switch S2 to close, the first distribution unit 21 and the second distribution unit 22 respectively control the third control switch S3 and the first control switch S4 to close, the DCDC converter 1 and the low-voltage power supply module 4 simultaneously supply power to multiple key loads with high functional safety level requirements for the whole vehicle. When one of the power supplies fails, the other power supply can still supply power to the key loads with high functional safety level requirements, ensuring system safety, reserving sufficient response time for each system of the whole vehicle, and taking reasonable measures (such as pulling over) to avoid the occurrence of dangerous accidents.

[0065] There are two situations when a fault occurs:

[0066] (1) When the DCDC control module 11 detects a fault such as open circuit, short circuit, overcurrent, etc. in its internal or output, the DCDC control module 11 can cut off the fifth control switch S1, turn off the energy output of the DCDC DC converter 1, and send a switch cut-off control instruction through the CAN bus. At this time, when the power distribution module 2 receives the corresponding control instruction through the CAN bus, the first power distribution unit 21 controls the first control switch S4 to be disconnected, and the second power distribution unit 22 controls the third control switch S3 to be disconnected. At this time, the sixth control switch S2 is still in a closed state, and the low-voltage power supply module 4 can still supply power to the critical loads with high functional safety level requirements of the whole vehicle through the second power distribution unit 22.

[0067] (2) When the low-voltage battery management unit (BMS) 41 detects that the low-voltage power supply module 4 has a circuit break, short circuit, overcurrent or other faults inside or at the output, the BMS can cut off the sixth control switch S2, turn off the output of the low-voltage power supply module 4, and send a switch cut-off control command through the CAN bus. At this time, when the power distribution module 2 receives the corresponding control command through the CAN bus, the second power distribution unit 22 controls the third control switch S3 to be disconnected, and at this time, the fifth control switch S1 and the first control switch S4 are closed. The DCDC DC converter 1 can still supply power to the critical loads with high functional safety requirements of the vehicle through the first power distribution unit 21.

[0068] Therefore, it is necessary to ensure that at least one power supply circuit connected to a critical load with a high functional safety level can operate normally.

[0069] In a preferred example, the multiple key loads include: a domain controller, an intelligent driving controller, a regional gateway controller, a braking system controller, and a steering system controller.

[0070] Critical loads: loads with high functional safety level requirements, such as domain controllers, intelligent driving controllers, regional gateway controllers, braking system controllers, steering system controllers, etc. In other embodiments, other critical loads may also be included, which are not limited here.

[0071] In a preferred example, the first power distribution unit 21 and / or the second power distribution unit 22 are respectively connected to conventional loads.

[0072] Conventional loads: loads with low functional safety level requirements, such as wipers and washers, rearview mirrors, and other general loads. In other embodiments, other conventional loads may also be included, which are not limited here.

[0073] Specifically, when the system is operating normally, the normal power supply to the normal loads is ensured by connecting the normal loads through the first power distribution unit 21 and the second power distribution unit 22. When a system failure occurs, part of the normal loads are connected through the first power distribution unit 21 or the second power distribution unit 22, respectively, so that the normal loads connected in parallel to the power supply circuit can operate normally like the critical loads.

[0074] In a preferred example, the first control switch S4, multiple second control switches (S5-S13), the third control switch S3, multiple fourth control switches (S14-S22), the fifth control switch S1 and the sixth control switch S2 are all efuse switches.

[0075] It should be noted that the efuse switch adopts the efuse electronic fuse solution, which can communicate and exchange information with other control systems of the vehicle, has fault handling and diagnosis capabilities, can autonomously cut off the efuse switch, and can autonomously restore the efuse switch according to demand. Based on semiconductor integrated circuits, efuse not only provides a simple shutdown function, but also provides a variety of built-in protection functions, such as short circuit protection, circuit breaker protection, overvoltage protection, undervoltage protection, overcurrent protection, overheating protection, surge current suppression, reverse current blocking and other functions. Compared with traditional solutions such as polymer fuses, chip fuses and glass tube fuses, efuse switches have the advantages of autonomous recovery, fast action time (from seconds to nanoseconds), programmable and controllable.

[0076] In a preferred example, the power distribution module 2 is connected to the DCDC converter 1, the low-voltage power supply module 4 and the key load 3 via the CAN bus. The power distribution module 2 can receive instructions from other controllers via the CAN bus to control the on and off of the efuse switch of the power distribution module 2.

[0077] Specifically, by communicating and exchanging information via the CAN bus, the corresponding control switches in the power distribution module 2 can be controlled in linkage according to the open and closed states of the switches in the DCDC converter 1 or the low-voltage power supply module 4 and the corresponding control instructions, so as to achieve the purpose of power supply redundancy control.

[0078] In a preferred example, the low-voltage power supply module 4 provides low voltages of multiple voltage levels for the low-voltage loads of the entire vehicle.

[0079] Specifically, in the automotive electrical system, common voltage levels include 12V, 24V and 48V. 12V is the standard voltage level of the automotive electrical system. At the 12V voltage level, the automotive electrical system can meet the needs of most electrical equipment, such as headlights, audio, electric windows, air conditioners, etc. The 24V voltage level is mainly used for large commercial vehicles and construction machinery. At the 24V voltage level, the automotive electrical system can meet the electrical equipment needs of large vehicles, such as high-power audio, electric lifting devices, air conditioners, etc. The 48V voltage level is mainly used for hybrid vehicles and electric vehicles. At the 48V voltage level, the automotive electrical system can meet the needs of high-power electrical equipment, such as motors, battery chargers, electric hydraulic pumps, etc. The low-voltage power supply module 4 of this embodiment is a lithium battery, which can provide low voltages of multiple voltage levels such as 12V / 24V / 48V to provide energy for the low-voltage loads of the entire vehicle.

[0080] The utility model also provides a vehicle, comprising any one of the above-mentioned power redundancy control systems.

[0081] The vehicle provided by the embodiment of the utility model includes the above-mentioned power redundancy control system, thereby having all the beneficial effects of the power redundancy control system and being applicable to most new energy vehicle models, which are not limited here.

[0082] In the description of this specification, the description with reference to the terms "one embodiment", "some embodiments", "example", "specific example", or "some examples" etc. means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the utility model embodiment. In this specification, the schematic representations of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described may be combined in any one or more embodiments or examples in a suitable manner. In addition, those skilled in the art may combine and combine the different embodiments or examples described in this specification and the features of the different embodiments or examples, without contradiction.

[0083] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the utility model, rather than to limit it. Although the utility model has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or make equivalent replacements for some of the technical features therein. However, these modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the various embodiments of the utility model.

Claims

1. A power supply redundancy control system, characterized in that: include: DCDC DC converter, power distribution module, multiple key loads, low voltage power supply module; The power distribution module comprises: a first power distribution unit and a second power distribution unit capable of supplying power to each of the key loads simultaneously and electrically isolated from each other; The DCDC direct current converter is connected to the first power distribution unit; The low-voltage power supply module is connected to the second power distribution unit.

2. The power supply redundancy control system according to claim 1, characterized in that: The first power distribution unit comprises: a first power distribution controller, a first control switch and a plurality of second control switches; Each of the critical loads is connected in parallel to the output end of the first control switch through one of the second control switches; The first control switch and each of the second control switches are normally closed and are respectively connected to the first power distribution controller; The second power distribution unit comprises: a second power distribution controller, a third control switch and a plurality of fourth control switches; Each of the critical loads is connected in parallel to the output end of the third control switch through one of the fourth control switches; The third control switch and each of the fourth control switches are normally closed and are respectively connected to the second power distribution controller.

3. The power supply redundancy control system according to claim 2, characterized in that: The DCDC DC converter comprises: a DCDC control module and a fifth control switch; The DCDC control module is used to detect the status information of the DCDC DC converter; An input end of the fifth control switch is connected to the DCDC control module, and an output end of the fifth control switch is connected to the first control switch.

4. The power supply redundancy control system according to claim 3, characterized in that: The low-voltage power supply module includes: a low-voltage battery management unit and a sixth control switch; The low-voltage battery management unit is used to detect the status information of the low-voltage power supply module; The input end of the sixth control switch is connected to the low-voltage battery management unit, and the output end of the sixth control switch is connected to the output end of the third control switch; An input end of the third control switch is connected between the fifth control switch and the first control switch.

5. The power supply redundancy control system according to claim 4, characterized in that: The first control switch, the plurality of the second control switches, the third control switch, the plurality of the fourth control switches, the fifth control switch and the sixth control switch are all efuse switches.

6. The power supply redundancy control system according to claim 2, characterized in that: The first power distribution unit and / or the second power distribution unit are respectively connected to conventional loads with low functional safety level requirements, and the conventional loads include wipers and washers, and rearview mirrors.

7. The power supply redundancy control system according to claim 1, characterized in that: The power distribution module is connected to the DCDC converter, the low voltage power supply module and the key load via the CAN bus. The power distribution module can receive instructions from the controller via the CAN bus to control the on and off of the efuse switch of the power distribution module.

8. The power supply redundancy control system according to claim 1, characterized in that: The multiple key loads include: a domain controller, an intelligent driving controller, a regional gateway controller, a braking system controller and a steering system controller.

9. The power supply redundancy control system according to claim 1, characterized in that: The low-voltage power supply module provides low voltages of multiple voltage levels for the low-voltage loads of the entire vehicle.

10. A vehicle, characterized in that: It comprises a power supply redundancy control system as described in any one of claims 1 to 9.

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