A complete vehicle electrical architecture and vehicle without low-voltage energy

Abstract

The present invention discloses a vehicle electrical architecture and vehicle without low-voltage energy, including a battery unit, a first central domain controller, and a second central domain controller; the battery unit is connected to the first central domain controller and the second central domain controller respectively, and the first central domain controller and the second central domain controller are both connected to an electronic control unit; the battery unit includes a battery management system and a converter device control module, and the battery management system is connected to the converter control module; the battery unit is used to control the converter control module to supply power to the first central domain controller and / or the second central domain controller through the battery management system. The present invention eliminates low-voltage energy sources such as lead-acid batteries or lithium batteries as starting power sources, while meeting the energy requirements of the vehicle for low-voltage loads under various working conditions.

Description

Technical Field

[0001] The present invention relates to the technical field of electrical architecture of electric vehicles, and in particular to a whole vehicle electrical architecture and a vehicle without low-voltage energy. Background Art

[0002] Around 1910, cars began using 6V lead-acid batteries as starting power sources. As cars continued to evolve, the 6V electrical system clearly couldn't keep up with the massive demand. So, in the 1950s, engineers upgraded the 6V system to 12V, a standard that continues to be used today. Lead-acid batteries are highly polluting, heavy, short-lived, and bulky, taking up valuable space in the car. Currently, some electric vehicles are using lithium-ion batteries as starting power sources. However, these batteries are expensive, pose a fire risk, and are bulky when assembled. Summary of the Invention

[0003] The purpose of the present invention is to provide a vehicle electrical architecture without low-voltage energy, eliminating low-voltage energy such as lead-acid batteries or lithium batteries as starting power sources, while meeting the energy requirements of the vehicle for low-voltage loads under various working conditions.

[0004] To achieve the above objectives, the present invention provides a vehicle electrical architecture without low-voltage energy, comprising a battery unit, a first central domain controller, and a second central domain controller;

[0005] The battery unit is connected to the first central domain controller and the second central domain controller respectively, and the first central domain controller and the second central domain controller are both connected to the electronic control unit;

[0006] The battery unit includes a battery management system and a conversion device control module, and the battery management system is connected to the conversion device control module;

[0007] The battery unit is used to control the conversion device control module to supply power to the first central domain controller and / or the second central domain controller through the battery management system.

[0008] Furthermore, the battery management system is used to control the switching on and off of the relay group to control the conversion device control module to supply power to the first central domain controller and / or the second central domain controller;

[0009] The relay group includes a plurality of high-voltage relays, and the battery management system controls the closing and opening of the plurality of high-voltage relays through a low-voltage signal.

[0010] Furthermore, the conversion device control module includes a first converter and a second converter, and the relay group includes a first high-voltage electrical appliance and a second high-voltage relay;

[0011] The first converter is a bidirectional converter that converts DC high voltage to DC high voltage, the second pin and the fourth pin of the first converter are both low-voltage DC conversion output pins, and the third pin of the first converter is a ground pin;

[0012] The first pin of the first converter is connected to one end of the first high-voltage relay, and the other end of the first high-voltage relay is connected to the total positive electrode of the battery cell; the sixth pin of the first converter is connected to one end of the second high-voltage relay, and the other end of the second high-voltage relay is connected to the total negative electrode of the battery cell;

[0013] The fifth pin of the first converter is connected to the enable pin of the battery management system, and the second pin and the fourth pin of the first converter are connected to the first input pin of the first central domain controller and the first input pin of the second central domain controller respectively;

[0014] The second converter is a unidirectional converter that converts a high-voltage DC converter to a low-voltage DC converter. The first pin of the second converter is a positive input pin, the second pin and the fourth pin of the second converter are both low-voltage DC output pins, and the fifth pin of the second converter is a negative input pin.

[0015] The first pin of the second converter is connected to the total positive pole of the battery cell, the fifth pin of the second converter is connected to the total negative pole of the battery cell, and the second pin and the fourth pin of the second converter are respectively connected to the second input pin of the first central domain controller and the second input pin of the second central domain controller.

[0016] Furthermore, the battery management system includes a third converter, which is a unidirectional converter that converts DC high voltage to DC low voltage;

[0017] The third converter is connected to the common positive electrode of the battery cells through the fourth pin of the battery management system, and the third converter is connected to the common negative electrode of the battery cells through the fifth pin of the battery management system;

[0018] The second pin and the third pin of the battery management system are both power supply pins, which are connected to the second pin and the fourth pin of the second converter respectively.

[0019] Furthermore, the first converter is used to enable the function of converting DC high voltage to DC low voltage when the function of the second converter fails;

[0020] The enable pin of the battery management system is used to output a high level to enable the first converter to perform a DC high voltage to DC low voltage conversion function;

[0021] The enable pin of the battery management system is used to output a low level to switch the DC high-voltage to DC low-voltage function of the first converter to a bidirectional high-voltage DC to high-voltage DC function.

[0022] Furthermore, the relay group further includes a third relay;

[0023] The conversion device control module further includes a fourth converter, which is a unidirectional converter that converts DC high voltage to DC low voltage;

[0024] The first pin of the fourth converter is a positive input pin, the second pin of the fourth converter is a low-voltage output positive pin, the third pin of the fourth converter is a low-voltage output ground pin, and the fourth pin of the fourth converter is a negative input pin;

[0025] The total positive electrode of the battery unit is connected to one end of the third relay, and the rear end LINK+ of the third relay is connected to the first pin of the fourth converter;

[0026] The second pin and the third pin of the fourth converter are respectively connected to the third input pin and the low-voltage ground pin of the first central domain controller.

[0027] Furthermore, the relay group further includes a fourth relay;

[0028] The conversion device control module further includes a fifth converter, which is a unidirectional converter that converts DC high voltage to DC low voltage;

[0029] The first pin of the fifth converter is a positive input pin, the second pin of the fifth converter is a low-voltage output positive pin, the third pin of the fifth converter is a low-voltage output ground pin, and the fourth pin of the fifth converter is a negative input pin;

[0030] The second pin and the third pin of the fifth converter are connected to the third input pin and the low-voltage ground pin of the second central domain controller respectively;

[0031] The total negative electrode of the battery unit is connected to one end of a fourth high-voltage relay, and a rear end LINK- of the fourth high-voltage relay is connected to the fourth pin of the fifth converter.

[0032] Furthermore, the battery unit further comprises a plurality of battery cells connected in series, part of the battery cells forming a first battery group, and the remaining battery cells forming a second battery group;

[0033] The first pin of the first converter is a high-voltage input or output pin on the second battery pack side, and the sixth pin of the first converter is a high-voltage ground pin on the second battery pack side;

[0034] The seventh pin of the first converter is a high-voltage input or output pin on the first battery pack side, connected to the positive electrode of the first battery pack;

[0035] The eighth pin of the first converter is a high-voltage ground pin on the second battery pack side, and is connected to the negative electrode of the second battery pack.

[0036] Furthermore, the fourth converter and the fifth converter have different positive and negative pole connection modes, the fourth converter draws power from the second battery pack, and the fifth converter draws power from the first battery pack;

[0037] The fourth pin of the fourth converter is connected to the positive electrode of the first battery pack, and the first pin of the fifth converter is connected to the positive electrode of the first battery pack.

[0038] Based on the same inventive concept, an embodiment of the present invention also includes a vehicle, including a vehicle electrical architecture without low-voltage energy as described above.

[0039] The technical effects and advantages of this invention are as follows: The present invention utilizes the battery unit (ESS) within an electric vehicle as the vehicle's primary energy source. Leveraging multiple DC / DC converters within the ESS and control by the battery management system (BMS), the ESS can continuously supply energy to the vehicle's low-voltage load ECUs, eliminating the need for low-voltage energy sources such as lead-acid or lithium batteries as a starting power source. This simultaneously meets the vehicle's low-voltage load requirements under various operating conditions. This is safe and environmentally friendly, conserving valuable vehicle space and improving safety, meeting the requirements of advanced intelligent driving.

[0040] Other features and advantages of the present invention will be described in the following description, and in part will become apparent from the description, or will be understood by practicing the present invention. The purpose and other advantages of the present invention can be realized and obtained by the structures pointed out in the description, claims and drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0041] In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the following briefly introduces the drawings required for use in the description of the embodiments. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.

[0042] Figure 1 This is a schematic structural diagram of a vehicle electrical architecture without low-voltage energy according to an embodiment of the present invention. DETAILED DESCRIPTION

[0043] The following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of the present invention.

[0044] To address the deficiencies of the prior art, the present invention discloses a vehicle electrical architecture without low-voltage energy, such as Figure 1 As shown, it includes the battery unit ESS, the first central domain controller ZC1, the second central domain controller ZC2, and all the electronic control units ECU of the entire vehicle;

[0045] The battery unit ESS is connected to the input ends of the first central domain controller ZC1 and the second central domain controller ZC2 through hard wires. The output ends of the first central domain controller ZC1 and the second central domain controller ZC2 are both connected to the electronic control unit ECU, and the electronic control unit ECU distributed by the first central domain controller ZC1 is the same as the electronic control unit ECU distributed by the second central domain controller ZC2.

[0046] The battery unit ESS includes a battery management system (BMS) and a converter control module, which are connected to the BMS. The battery unit ESS is configured to control the converter control module via the BMS to supply power to the first central domain controller ZC1 and / or the second central domain controller ZC2. In other words, in actual design and use, the system can choose whether to connect to both the first and second central domain controllers ZC1 and ZC2 simultaneously, or to connect only to the first or second central domain controller ZC1 or ZC2, based on the functional safety level requirements of the electronic control unit (ECU) and actual conditions.

[0047] In some specific embodiments, the battery management system BMS is used to control the closing and opening of the relay group to control the conversion device control module to supply power to the first central domain control ZC1 and / or the second central domain control ZC2; wherein, the relay group includes multiple high-voltage relays, and the battery management system BMS controls the closing and opening of the multiple high-voltage relays through low-voltage signals.

[0048] In some specific embodiments, the battery unit ESS includes a plurality of battery cells connected in series, a portion of the battery cells B1 . . . Bn are connected in series to form a first battery group, and the remaining battery cells Bn+1 . . . B2n are connected in series to form a second battery group.

[0049] In some specific embodiments, the conversion device control module includes a first converter Aux-DCDC1, a second converter Aux-DCDC2, a fourth converter Main-DCDC1 and a fifth converter Main-DCDC2; the battery management system BMS includes a third converter Aux-DCDC, and the remaining parts are the same as the currently used BMS.

[0050] In some specific embodiments, the relay group includes a first high-voltage relay K3, a second high-voltage relay K4, a third high-voltage relay K1 and a fourth high-voltage relay K2; wherein, the third high-voltage relay K1 is the positive pole relay of the battery cell ESS, the fourth high-voltage relay K2 is the negative pole relay of the battery cell ESS, the first high-voltage relay K3 is the relay from the first converter to the B+ of the battery cell ESS, and the second high-voltage relay K4 is the relay from the first converter to the B- of the battery cell ESS; and the closing and opening of the high-voltage relays K1, K2, K3 and K4 are all controlled by the low-voltage signal of the battery management system BMS.

[0051] Among them, the first converter Aux-DCDC1 is a bidirectional converter that converts DC high voltage to DC high voltage, and also has two independent low-voltage DC conversion outputs; the first pin ① of the first converter Aux-DCDC1 is the high-voltage input or output pin on the second battery pack side, connected to one end of the first high-voltage relay K3; the other end of the first high-voltage relay K3 is connected to the total positive electrode B+ of the battery unit; the second pin ② and the fourth pin ④ of the first converter Aux-DCDC1 are both low-voltage DC conversion output pins, respectively connected to the first input pin ① of the first central domain controller ZC1 and the first input pin ① of the second central domain controller ZC2; the first converter Aux-DCDC1 The third pin ③ of the first converter Aux-DCDC1 is a low-voltage ground pin, and the fifth pin ⑤ of the first converter Aux-DCDC1 is connected to the enable pin ① of the battery management system BMS; the sixth pin ⑥ of the first converter Aux-DCDC1 is the high-voltage ground pin on the second battery pack side, connected to one end of the second high-voltage relay K4, and the other end of the second high-voltage relay K4 is connected to the total negative pole B- of the battery cell; the seventh pin ⑦ of the first converter Aux-DCDC1 is the high-voltage input or output pin on the first battery pack side, connected to the Bn positive pole of the single cell; the eighth pin ⑧ of the first converter Aux-DCDC1 is the high-voltage ground pin on the second battery pack side, connected to the Bn positive pole of the single cell.

[0052] The second converter Aux-DCDC2 is a unidirectional conversion device that converts high-voltage DC to low-voltage DC and has two low-voltage power outputs. Pin 1 of the second converter Aux-DCDC2 is the positive input pin, connected to the total positive electrode B+ of the battery unit ESS. Pins 2 and 3 of the second converter Aux-DCDC2 are two independent low-voltage positive outputs, connected to the second positive input pin ④ of the first central domain controller ZC1 and the second positive input pin ④ of the second central domain controller ZC2, respectively. Pin 3 of the second converter Aux-DCDC2 is a low-voltage ground pin. Pin 5 of the second converter Aux-DCDC2 is the negative input pin, connected to the total negative electrode B- of the battery unit ESS.

[0053] The third converter Aux-DCDC3 is a unidirectional converter that converts DC high voltage to DC low voltage. The third converter Aux-DCDC3 is connected to the total positive electrode B+ of the battery unit ESS through the fourth pin ④ of the battery management system BMS, and the third converter Aux-DCDC3 is connected to the total negative electrode B- of the battery unit ESS through the fifth pin ⑤ of the battery management system BMS. The function of the third converter Aux-DCDC3 is to convert the high voltage of the battery unit ESS into low voltage to provide uninterrupted power to the low-voltage power module of the battery management system BMS, thereby keeping some functions of the battery management system BMS online.

[0054] The fourth converter Main-DCDC1 and the fifth converter Main-DCDC2 have different positive and negative pole connection methods. The fourth converter Main-DCDC1 draws power from the second battery pack, and the fifth converter Main-DCDC2 draws power from the first battery pack.

[0055] The fourth converter Main-DCDC1 is a unidirectional conversion device that converts DC high voltage to DC low voltage. The first pin ① of the fourth converter Main-DCDC1 is the positive input pin, connected to the rear end LINK+ of the third relay K1 of the battery unit ESS; the second pin ② of the fourth converter Main-DCDC1 is the low-voltage output positive pin, connected to the third input pin ② of the first central domain controller ZC1; the third pin ③ of the fourth converter Main-DCDC1 is the low-voltage output ground pin, connected to the low-voltage ground pin ③ of the first central domain controller ZC1; the fourth pin ④ of the fourth converter Main-DCDC1 is the negative input pin, connected to the positive electrode of the single cell Bn in the battery unit ESS.

[0056] The fifth converter Main-DCDC2 is a unidirectional converter that converts high-voltage DC to low-voltage DC. The first pin ① of the fifth converter Main-DCDC2 is the positive input pin, connected to the positive electrode of the single cell Bn in the battery unit ESS. The second pin ② of the fifth converter Main-DCDC2 is the low-voltage output positive pin, connected to the third input pin ② of the second central domain controller ZC2. The third pin ③ of the fifth converter Main-DCDC2 is the low-voltage output ground pin, connected to the low-voltage ground pin ③ of the second central domain controller ZC2. The fourth pin ④ of the fifth converter Main-DCDC2 is the negative input pin, connected to the rear end LINK- of the fourth relay K2. The other end of the fourth relay K2 is connected to the total negative electrode of the battery unit ESS.

[0057] The first pin ① of the battery management system BMS is the enable pin, connected to the fifth pin ⑤ of the first converter Aux-DCDC1; the second pin ② and the third pin ③ of the battery management system BMS are two independent power supply pins, respectively connected to the second pin ② and the fourth pin ④ of the second converter Aux-DCDC2; the sixth pin ⑥ of the battery management system BMS is the low-voltage ground pin.

[0058] Therefore, the first central domain controller ZC1 has the function of low-voltage power distribution; and has three land-based low-voltage power inputs, namely the first input pin ①, the second input pin ④ and the third input pin ②, which are respectively connected to the second pin ② of the first converter Aux-DCDC1, the second pin ② of the second converter Aux-DCDC2 and the second pin ② of the fourth converter Main-DCDC1; the third pin ③ of the first central domain controller ZC1 is a low-voltage ground pin; the first central domain controller ZC1 has a low-voltage power distribution function, and outputs up to k 12V power distribution channels through the electronic fuse eFuse to power all low-voltage ECUs in the vehicle.

[0059] The second central domain controller ZC2 has the function of low-voltage power distribution; and has three land-based low-voltage power inputs, namely the first input pin ①, the second input pin ④ and the third input pin ②, which are respectively connected to the fourth pin ④ of the first converter Aux-DCDC1, the fourth pin ④ of the second converter Aux-DCDC2 and the second pin ② of the fifth converter Main-DCDC2; the third pin ③ of the second central domain controller ZC2 is the low-voltage ground pin; the second central domain controller ZC1 has the function of low-voltage power distribution, and outputs up to k 12V power distribution channels through the electronic fuse eFuse to power all low-voltage ECUs in the vehicle.

[0060] It should be noted that in the present invention, all low-voltage ground pins are connected to a common ground, and the high-voltage negative electrode and the low-voltage ground are isolated.

[0061] The present invention provides a low-voltage energy-free vehicle electrical architecture, eliminating the need for low-voltage energy sources such as lead-acid or lithium batteries as a starting power source while meeting the vehicle's low-voltage load requirements under various operating conditions. This architecture is safe and environmentally friendly, conserving valuable vehicle space. It also improves safety and meets the requirements of advanced intelligent driving.

[0062] Specifically, the present invention uses the battery unit ESS inside the electric vehicle as the total energy source for the entire vehicle. By utilizing multiple DC-DC combinations within the battery unit ESS and the control of the battery management system BMS, the battery energy ESS can continuously output the energy required by the low-voltage load ECU of the entire vehicle, thereby eliminating low-voltage energy sources such as low-voltage lead-acid or lithium batteries.

[0063] The specific control principle of the electrical architecture is as follows:

[0064] When the vehicle is in normal dormant state:

[0065] The battery management system (BMS) controls the first high-voltage relay K3, the second high-voltage relay K4, the third high-voltage relay K1, and the fourth high-voltage relay K2 to be disconnected. Since all high-voltage relays are disconnected, the first converter Aux-DCDC1, the fourth converter Main-DCDC1, and the fifth converter Main-DCDC2 are not operating at this time. Only the third converter Aux-DCDC3, which is directly connected to the B+ and B- terminals of the battery unit ESS, and the second converter Aux-DCDC2 are operating.

[0066] Therefore, at this point, the third converter Aux-DCDC3 only supplies the low-voltage power supply within the battery management system (BMS). The second converter Aux-DCDC2 continuously outputs two low-voltage power lines to power the BMS, the first central domain controller (ZC1), and the second central domain controller (ZC2). The first and second central domain controllers (ZC1 and ZC2) then power all vehicle ECUs via the power distribution eFuses. Since the vehicle is in sleep mode at this point, most of the vehicle's low-voltage load ECUs are in sleep or low-power mode, and sleep power consumption is relatively low, so the output power of Aux-DCDC2 can range from tens of watts to hundreds of watts.

[0067] It can be seen that when the vehicle is in dormant state, the battery management system BMS can be in a continuous low-power state due to the presence of a third converter inside. The battery management system BMS can continuously monitor whether the low-voltage power output of the second pin ② and the fourth pin ④ of the second converter Aux-DCDC2 is normal by collecting the input voltage of the second pin ② and the third pin ③ of the battery management system BMS.

[0068] Once the battery management system BMS detects that any of the low-voltage power supplies of the second pin ② and the fourth pin ④ of the second converter Aux-DCDC2 has an abnormal output or the Aux-DCDC2 function fails, the battery management system BMS controls the first high-voltage relay K3 or the second high-voltage relay K4 to close, and at the same time outputs a high level through the enable pin ① of the battery management system BMS to enable the DC high-voltage to DC low-voltage conversion function of the first converter Aux-DCDC1.

[0069] Generally speaking, if the battery management system (BMS) determines through detection that the power supply of the second pin ② of the battery management system (BMS) is abnormal, it indicates that the low-voltage power output of the second pin ② of the second converter (Aux-DCDC2) is abnormal, that is, the first central domain controller (ZC1) cannot work normally; then the battery management system (BMS) controls the first high-voltage relay (K3) to close, and outputs a high level through the enable pin ① to enable the first converter (Aux-DCDC1) to enable the DC high-voltage to DC low-voltage conversion function. At this time, the second pin ② of the first converter (Aux-DCDC1) outputs a low-voltage power supply to the first central domain controller (ZC1);

[0070] If the battery management system BMS determines through detection that the power supply of the third pin ③ of the battery management system BMS is abnormal, it indicates that the low-voltage power output of the fourth pin ④ of the second converter Aux-DCDC2 is abnormal, that is, the second central domain controller ZC2 cannot work normally. Then the battery management system BMS controls the second high-voltage relay K4 to close, and enables the first converter Aux-DCDC1 to enable the DC high-voltage to DC low-voltage conversion function through the enable pin ① output high level. At this time, the fourth pin ④ of the first converter Aux-DCDC1 outputs low-voltage power to supply power to the second central domain controller ZC2.

[0071] The above method ensures that when the vehicle is in sleep mode, even if the second converter Aux-DCDC2 has an abnormal output or malfunction, the first converter Aux-DCDC1 can output a low-voltage power supply to the first central domain controller ZC1 and the second central domain controller ZC2, thereby ensuring safe operation monitoring of the vehicle.

[0072] When the vehicle needs to be started:

[0073] The battery management system (BMS) controls the closure of the third and fourth high-voltage relays K1 and K2 using power from the third converter Aux-DCDC3 or the second converter Aux-DCDC2. This process includes pre-charge control. When the third and fourth high-voltage relays K1 and K2 are closed, both the fourth and fifth converters Main-DCDC1 and Main-DCDC2 are operational. The fourth converter Main-DCDC1 outputs low-voltage power to power the first central domain controller ZC1, while the fifth converter Main-DCDC2 outputs low-voltage power to power the second central domain controller ZC2. Because the load current is high when all low-voltage load ECUs are operating, the rated power of the fourth and fifth converters Main-DCDC1 and Main-DCDC2 may range from 2 to 4 kW, depending on the vehicle load.

[0074] As can be seen from this, in this embodiment of the present invention, the fourth converter Main-DCDC1 and the fifth converter Main-DCDC2 function as backups, while the first central domain controller ZC1 and the second central domain controller ZC2 also function as backups. Therefore, even if either the fourth converter Main-DCDC1 or the fifth converter Main-DCDC2 fails, the vehicle's low-voltage load ECU can still operate normally, improving safety and ensuring that the vehicle meets the safety requirements of high-level intelligent driving.

[0075] Furthermore, the fourth converter Main-DCDC1 and the fifth converter Main-DCDC2 have different positive and negative pole connections. The fourth converter Main-DCDC1 draws power from the second battery pack of the ESS, while the fifth converter Main-DCDC2 draws power from the first battery pack of the ESS. This ensures that even if an ESS battery cell experiences an abnormality, such as a particularly serious fault (such as thermal runaway) in any single cell in the second battery pack, the battery management system (BMS) must immediately control the third high-voltage relay K1 to disconnect, causing the fourth converter Main-DCDC1 to malfunction.

[0076] Because the fifth converter Main-DCDC2 draws power from the first battery pack of the battery unit ESS, the fifth converter Main-DCDC2 can still operate normally at this time, and the low-voltage load ECUs of the entire vehicle can all operate normally, ensuring that the vehicle's braking and steering systems can operate normally. The ADAS system or the driver can still perform the emergency pull-over function to prevent the vehicle from unexpectedly losing control due to a failure of the high-voltage power supply. In traditional electric vehicles, because of the presence of low-voltage chemical batteries, even if a particularly serious failure of the high-voltage battery causes the main DCDC to fail to operate, the ADAS system or the driver can still perform the emergency pull-over function. The present invention eliminates the low-voltage energy source, so this risk item must be avoided to meet the safety requirements of high functional safety and high-level intelligent driving. In addition, the rated power and static power consumption of the third converter Aux-DCDC3 within the battery management system BMS are relatively low, avoiding excessive consumption of energy from the battery unit ESS when the vehicle is dormant.

[0077] Therefore, due to the different power draw methods of the fourth and fifth converters Main-DCDC1 and Main-DCDC2, and the different load powers at the back-end of the fourth and fifth converters Main-DCDC1 and Main-DCDC2, the fourth and fifth converters Main-DCDC1 and Main-DCDC2 inevitably consume different amounts of energy from the second and first battery packs. This, over time, leads to inconsistent remaining energy (SOE) between the second and first battery packs. Since the passive balancing current within the current industry-standard battery management system (BMS) is relatively small (typically less than 50mA effective value), when a large SOE difference occurs between the second and first battery packs, relying solely on the balancing circuit within the BMS to balance the SOE difference between the first and second battery packs is extremely inefficient and time-consuming, and will also cause the balancing circuit within the BMS to continue to heat up (because it needs to balance half of the cells in the ESS simultaneously).

[0078] To address the issue of SOE differences between HESS and LESS due to load ECU power differences, the present invention designs a bidirectional DC high-voltage conversion function for the first converter Aux-DCDC1. The specific implementation is as follows:

[0079] When the battery management system BMS detects that the difference △SOE between the SOE of the second battery pack and the SOE of the first battery pack is greater than or equal to the opening threshold, the battery management system BMS controls the first high-voltage relay K3 and the second high-voltage relay K4 to close, and at the same time controls the enable pin ① of the battery management system BMS to output a low level, prohibiting the DC high-voltage to DC low-voltage function of the first converter Aux-DCDC1. At this time, the first converter Aux-DCDC1 will automatically run the bidirectional high-voltage DC to high-voltage DC function; for example, when the SOE of the second battery pack is greater than the SOE of the first battery pack, the first converter Aux-DCDC1 will automatically convert the voltage on the second battery pack side into the charging voltage on the first battery pack side, and continue to charge the first battery pack until △SOE is less than or equal to the closing threshold, at which time the battery management system BMS controls the first high-voltage relay K3 and the second high-voltage relay K4 to disconnect.

[0080] It should be noted that the first converter Aux-DCDC1 also serves as a backup for the second converter Aux-DCDC2. Unlike the mutual backup of the fourth converter Main-DCDC1 and the fifth converter Main-DCDC2, the high-voltage DC to low-voltage DC conversion function of the first converter Aux-DCDC1 is only enabled when the function of the second converter Aux-DCDC2 fails. However, the fourth converter Main-DCDC1 and the fifth converter Main-DCDC2 work simultaneously. The purpose of this is to reduce power consumption.

[0081] Based on the same inventive concept, an embodiment of the present invention also includes a vehicle, including a vehicle electrical architecture without low-voltage energy as described above.

[0082] Regarding the vehicle in the above embodiment, the specific implementation has been described in detail in the embodiment of the entire vehicle electrical architecture and will not be elaborated here.

[0083] Finally, it should be noted that the above is only a preferred embodiment of the present invention and is not intended to limit the present invention. Although the present invention has been described in detail with reference to the aforementioned embodiments, those skilled in the art can still modify the technical solutions described in the aforementioned embodiments or make equivalent substitutions for some of the technical features therein. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present invention should be included in the scope of protection of the present invention.

Claims

1. A vehicle electrical architecture without low-voltage energy, characterized in that: including a battery unit, a first central domain controller, and a second central domain controller; The battery unit is connected to the first central domain controller and the second central domain controller respectively, and the first central domain controller and the second central domain controller are both connected to the electronic control unit; The battery unit includes a battery management system and a conversion device control module, and the battery management system is connected to the conversion device control module; The battery unit is used to control the conversion device control module to supply power to the first central domain controller and / or the second central domain controller through the battery management system; The battery management system is used to control the switching on and off of a relay group to control the switching device control module to supply power to the first central domain controller and / or the second central domain controller; the relay group includes a plurality of high-voltage relays, and the battery management system controls the switching on and off of the plurality of high-voltage relays through a low-voltage signal; The conversion device control module includes a first converter and a second converter, and the relay group includes a first high-voltage relay and a second high-voltage relay; The first converter is a bidirectional converter that converts DC high voltage to DC high voltage, the second pin and the fourth pin of the first converter are both low-voltage DC conversion output pins, and the third pin of the first converter is a ground pin; The first pin of the first converter is connected to one end of the first high-voltage relay, and the other end of the first high-voltage relay is connected to the total positive electrode of the battery cell; the sixth pin of the first converter is connected to one end of the second high-voltage relay, and the other end of the second high-voltage relay is connected to the total negative electrode of the battery cell; The fifth pin of the first converter is connected to the enable pin of the battery management system, and the second pin and the fourth pin of the first converter are connected to the first input pin of the first central domain controller and the first input pin of the second central domain controller respectively; The second converter is a unidirectional converter that converts a high-voltage DC converter to a low-voltage DC converter. The first pin of the second converter is a positive input pin, the second pin and the fourth pin of the second converter are both low-voltage DC output pins, and the fifth pin of the second converter is a negative input pin. The first pin of the second converter is connected to the total positive pole of the battery cell, the fifth pin of the second converter is connected to the total negative pole of the battery cell, and the second pin and the fourth pin of the second converter are respectively connected to the second input pin of the first central domain controller and the second input pin of the second central domain controller.

2. The vehicle electrical architecture without low-voltage energy according to claim 1, characterized in that: The battery management system includes a third converter, which is a unidirectional converter that converts DC high voltage to DC low voltage; The third converter is connected to the common positive electrode of the battery cells through the fourth pin of the battery management system, and the third converter is connected to the common negative electrode of the battery cells through the fifth pin of the battery management system; The second pin and the third pin of the battery management system are both power supply pins, which are connected to the second pin and the fourth pin of the second converter respectively.

3. The vehicle electrical architecture without low-voltage energy according to claim 2, characterized in that: The first converter is used to enable the function of converting DC high voltage to DC low voltage when the function of the second converter fails; The enable pin of the battery management system is used to output a high level to enable the first converter to perform a DC high voltage to DC low voltage conversion function; The enable pin of the battery management system is used to output a low level to switch the DC high-voltage to DC low-voltage function of the first converter to a bidirectional high-voltage DC to high-voltage DC function.

4. The vehicle electrical architecture without low-voltage energy according to claim 3, characterized in that: The relay group further includes a third relay; The conversion device control module further includes a fourth converter, which is a unidirectional converter that converts DC high voltage to DC low voltage; The first pin of the fourth converter is a positive input pin, the second pin of the fourth converter is a low-voltage output positive pin, the third pin of the fourth converter is a low-voltage output ground pin, and the fourth pin of the fourth converter is a negative input pin; The total positive electrode of the battery unit is connected to one end of the third relay, and the rear end LINK+ of the third relay is connected to the first pin of the fourth converter; The second pin and the third pin of the fourth converter are respectively connected to the third input pin and the low-voltage ground pin of the first central domain controller.

5. The vehicle electrical architecture without low-voltage energy according to claim 4, characterized in that: The relay group further includes a fourth relay; The conversion device control module further includes a fifth converter, which is a unidirectional converter that converts DC high voltage to DC low voltage; The first pin of the fifth converter is a positive input pin, the second pin of the fifth converter is a low-voltage output positive pin, the third pin of the fifth converter is a low-voltage output ground pin, and the fourth pin of the fifth converter is a negative input pin; The second pin and the third pin of the fifth converter are connected to the third input pin and the low-voltage ground pin of the second central domain controller respectively; The total negative electrode of the battery unit is connected to one end of a fourth high-voltage relay, and a rear end LINK- of the fourth high-voltage relay is connected to the fourth pin of the fifth converter.

6. The vehicle electrical architecture without low-voltage energy according to claim 5, characterized in that: The battery unit further comprises a plurality of battery cells connected in series, a portion of the battery cells forming a first battery group, and the remaining portion of the battery cells forming a second battery group; The first pin of the first converter is a high-voltage input or output pin on the second battery pack side, and the sixth pin of the first converter is a high-voltage ground pin on the second battery pack side; The seventh pin of the first converter is a high-voltage input or output pin on the first battery pack side, connected to the positive electrode of the first battery pack; The eighth pin of the first converter is a high-voltage ground pin on the second battery pack side, and is connected to the negative electrode of the second battery pack.

7. The vehicle electrical architecture without low-voltage energy according to claim 6, characterized in that: The fourth converter and the fifth converter have different positive and negative pole connection methods, the fourth converter draws power from the second battery pack, and the fifth converter draws power from the first battery pack; The fourth pin of the fourth converter is connected to the positive electrode of the first battery pack, and the first pin of the fifth converter is connected to the positive electrode of the first battery pack.

8. A vehicle, characterized in that: It comprises a vehicle electrical architecture without low-voltage energy as described in any one of claims 1 to 7.

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