Power supply system and electric vehicle

Abstract

Embodiments of the present application provide a power supply system. The power supply system comprises a first loop and a second loop. The first loop comprises a DC-DC conversion module and a first load in parallel, wherein a first end of the DC-DC conversion module and the first load in parallel is grounded. The second loop comprises a storage battery and a second load in parallel, wherein a first end of the storage battery and the second load in parallel is grounded. The power supply system further comprises a switching unit. The switching unit comprises a switch. The switch is coupled in series between a second end of the DC-DC conversion module and the first load in parallel and a second end of the storage battery and the second load in parallel. The switch is in a closed state by default to start a vehicle using the storage battery in the second loop.

Description

Technical Field

[0001] This application relates to the field of power technology, and in particular to power systems and electric vehicles. Background Technology

[0002] With the continuous improvement of living standards, automobiles have become an indispensable part of people's daily travel. Energy conservation and emission reduction are key to the sustainable development of the automotive industry, and electric vehicles, due to their energy-saving and environmentally friendly advantages, are gradually becoming an important component of the automotive industry's sustainable development. Vehicle safety has always been a major concern. The power system is a crucial factor in ensuring vehicle safety. For electric vehicles, the power system is particularly critical. A reliable and stable power system is key to ensuring the safety of vehicles (especially electric vehicles). Summary of the Invention

[0003] In view of the above problems, this application provides a dual-circuit power supply system and an electric vehicle having a dual-circuit power supply system.

[0004] In a first aspect, this application provides a power supply system, which may include: a first circuit, the first circuit including a DC-DC conversion module and a first load connected in parallel, the first terminal of the parallel DC-DC conversion module and the first load being grounded; a second circuit, the second circuit including a battery and a second load connected in parallel, the first terminal of the parallel battery and the second load being grounded; and a switching unit, the switching unit including a switch, the switch being series coupled between the second terminal of the parallel DC-DC conversion module and the first load and the second terminal of the parallel battery and the second load, the switch being in a closed state by default.

[0005] In the technical solution of this application embodiment, a dual-circuit power system is implemented using only one battery. This type of power system uses the other circuit to supply power in the event of a failure in one circuit, enabling the vehicle to continue driving or perform emergency safety operations, significantly improving vehicle safety. In this type of power system, the switch is closed by default, allowing the vehicle to be started using the battery in the second circuit as a starting power source.

[0006] This design achieves its effect by modifying the existing vehicle's single-power system, eliminating the need for additional batteries or other components, thus avoiding extra costs and maintaining a simple structure. Furthermore, this design does not affect the vehicle's weight or other factors, and therefore avoids issues related to subsequent vehicle tuning.

[0007] In some embodiments, the switching unit further includes a control module and a sensor, the control module being configured to send a control signal to the switch in response to receiving a sensing signal from the sensor. The sensor can detect various parameters within the power system, and the control module can control the switch in the switching unit based on the parameters detected by the sensor to address various possible scenarios in the event of a power system failure.

[0008] In some embodiments, the sensor may include a current sensor coupled in series with a switch; the control module may be further configured to receive a current value from the current sensor and send an open signal to the switch in response to determining that the received current value is greater than a current threshold. The current sensor, coupled in series with the switch, measures the current flowing between the first and second circuits to detect the operating status of the first and second circuits. The control module can determine the operating status of the two circuits in the power system based on the current value measured by the current sensor between the first and second circuits, and control the switch to open if the current value is determined to be greater than a current threshold, so that one circuit in the power system can continue to operate normally, thereby allowing the vehicle to continue driving or perform emergency operations using the remaining circuit.

[0009] In some embodiments, the sensor may include a voltage sensor coupled in parallel with the switch; the control module may be further configured to receive a voltage value from the voltage sensor and send an open signal to the switch in response to determining that the received voltage value is greater than a voltage threshold. The voltage sensor, coupled in parallel with the switch, measures the voltage across the switch (i.e., between the first and second circuits) to detect the operating status of the first and second circuits. The control module can determine the operating status of the two circuits in the power system based on the voltage value between the first and second circuits measured by the voltage sensor, and control the switch to open if the voltage value is determined to be greater than a voltage threshold, so that one circuit in the power system can continue to operate normally, thereby allowing the vehicle to continue driving or perform emergency operations using the remaining circuit.

[0010] In some embodiments, the switching unit may further include a timer coupled to a control module; the control module may be further configured to start the timer when it determines that the received voltage value is greater than a voltage threshold. When the control module determines that the duration for which the received voltage value is greater than the voltage threshold is greater than a duration threshold, it sends a disconnect signal to the switch. When the control module determines that the duration for which the received voltage value is greater than the voltage threshold is less than the duration threshold, no action is taken. Using a timer can prevent the control module from disconnecting the switch during the startup of high-power devices during normal operation of the power system.

[0011] In some embodiments, the control module may be configured to report that the switch is open to the vehicle controller after sending an open signal to the switch. The control module may report the status of the switch and / or the status of the power system to the vehicle controller so that the vehicle controller can perform corresponding operations based on the report.

[0012] In some embodiments, the sensor may include a temperature sensor coupled in series with the switch. The control module may be configured to receive a temperature value from the temperature sensor and determine that the switch is faulty in response to determining that the received temperature value is greater than a temperature threshold. The temperature sensor is coupled in series with the switch and can measure the temperature value of the switch unit (or switch) to detect the state of the switch unit (or switch). The control module can determine whether the switch is in a normal state or a faulty state based on the temperature of the switch unit (or switch) measured by the temperature sensor.

[0013] In some embodiments, the control module may be configured to report a switch failure to the vehicle controller after determining a switch failure signal. The control module may report whether the switch has failed to the vehicle controller so that the vehicle controller can perform appropriate operations based on the report.

[0014] Secondly, this application provides an electric vehicle that may include the power system described in the above embodiments.

[0015] In some embodiments, the electric vehicle may include a vehicle controller, which may be configured to exit autonomous driving mode in response to receiving a switch disconnection signal or a failure signal from the control module. The vehicle controller may obtain switch status signals from the control module and perform corresponding operations based on the switch status signals to ensure the safety of vehicle operation.

[0016] The above description is only an overview of the technical solution of this application. In order to better understand the technical means of this application and to implement it in accordance with the contents of the specification, and to make the above and other objects, features and advantages of this application more obvious and understandable, the following are specific embodiments of this application. Attached Figure Description

[0017] Various other advantages and benefits will become apparent to those skilled in the art upon reading the detailed description of the alternative embodiments below. The accompanying drawings are for illustrative purposes only and are not intended to limit the scope of this application. Throughout the drawings, the same reference numerals denote the same parts.

[0018] Figure 1 This is a schematic diagram of the power supply system disclosed in an embodiment of this application;

[0019] Figure 2This is a schematic diagram of the structure of a switching unit disclosed in an embodiment of this application;

[0020] Figure 3 This is a flowchart of a control module disclosed in one embodiment of this application;

[0021] Figure 4 This is another flowchart of a control module disclosed in an embodiment of this application; and

[0022] Figure 5 This is a flowchart of a vehicle controller disclosed in one embodiment of this application.

[0023] The accompanying drawings are not drawn to scale.

[0024] Marker explanation:

[0025] Power system 10;

[0026] First circuit 100; DC-DC conversion module 101; First load 102;

[0027] Second circuit 200; Battery 201; Redundant load 202;

[0028] Switching unit 300; switch 301; control module 302; current sensor 303; voltage sensor 304; temperature sensor 305. Detailed Implementation

[0029] The embodiments of this application will be described in further detail below with reference to the accompanying drawings and examples. The detailed description of the following embodiments and the accompanying drawings are used to illustrate the principles of this application by way of example, but should not be used to limit the scope of this application, that is, this application is not limited to the described embodiments.

[0030] In the description of the embodiments of this application, it should be noted that, unless otherwise stated, the term "multiple" means two or more; the term "and / or" is merely a description of the relationship between related objects, indicating that three relationships can exist, for example, A and / or B can represent: A alone, A and B simultaneously, and B alone; the character " / " in this document generally indicates that the related objects before and after are in an "or" relationship. Furthermore, the terms "first," "second," "third," etc., are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0031] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs; the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the application; the terms “comprising” and “having” and any variations thereof in the specification, claims and foregoing description of the drawings are intended to cover non-exclusively.

[0032] In this document, the term "embodiment" means that a particular feature, structure, or characteristic described in connection with an embodiment may be included in at least one embodiment of this application. The appearance of this phrase in various places throughout the specification does not necessarily refer to the same embodiment, nor is it a mutually exclusive, independent, or alternative embodiment. It will be explicitly and implicitly understood by those skilled in the art that the embodiments described herein can be combined with other embodiments.

[0033] Numerous specific details (such as examples of specific components, circuits, and processes) are set forth in the following description to provide a thorough understanding of this disclosure. As used herein, the terms “coupled,” “connected,” “linked,” or “connected” mean directly connected to, or connected via, one or more intermediary media or components. The specific meaning of these terms in this application will be understood by those skilled in the art as appropriate. Furthermore, specific naming is set forth in the following description and for illustrative purposes to provide a thorough understanding of the various embodiments of this disclosure. However, it will be apparent to those skilled in the art that these specific details can be practiced without them. In other instances, well-known circuits and devices are shown in block diagram form to avoid obscuring this disclosure.

[0034] With the continuous improvement of living standards, automobiles have become an indispensable part of people's daily travel. Energy conservation and emission reduction are key to the sustainable development of the automotive industry, and electric vehicles, due to their energy-saving and environmentally friendly advantages, are gradually becoming an important component of the automotive industry's sustainable development. Vehicle safety has always been a major concern. The power system is a crucial factor in ensuring vehicle safety. For electric vehicles, the power system is particularly critical. A reliable and stable power system is key to ensuring the safety of vehicles (especially electric vehicles).

[0035] Currently, many automobiles use a single-circuit power supply system. When this system fails, the vehicle's electrical load cannot function properly, affecting its normal operation. A power failure during driving can also compromise the safety of the vehicle and its passengers. Furthermore, with rapid advancements in science and technology, autonomous vehicles are gradually coming into focus. While fully autonomous vehicles are not yet widespread, vehicles with partial autonomous driving capabilities have entered the market. Undoubtedly, autonomous driving places new demands on vehicle safety. When a vehicle is in automatic driving mode, a failure in the single-circuit power supply system will prevent the autonomous driving system from functioning properly, posing a risk of loss of control. Moreover, a failure in the single-circuit power supply system will also disable the vehicle's safety modules (such as Electronic Stability Control (ESC) and Electric Power Steering (EPS)).

[0036] To address the aforementioned problems, this application provides a power supply system and an electric vehicle. The power supply system of this application may include: a first circuit comprising a parallel DC-DC converter module and a first load, with the first terminal of the parallel DC-DC converter module and the first load grounded; a second circuit comprising a parallel battery and a second load, with the first terminal of the parallel battery and the second load grounded; and a switching unit comprising a switch connected in series between the second terminal of the parallel DC-DC converter module and the first load and the second terminal of the parallel battery and the second load, the switch being in a default closed state to use the battery in the second circuit to start the vehicle.

[0037] The power system described in this application uses only one battery to form a dual-circuit power supply network. This type of power system allows the vehicle to continue driving or perform emergency operations (such as reducing speed, emergency braking, or pulling over) even if one circuit fails, significantly improving vehicle safety. This power system is achieved by improving upon an existing single-circuit power supply network, requiring no additional batteries or other components, thus incurring no extra cost and maintaining a simple structure. Furthermore, this design does not affect the vehicle's weight or cause issues with subsequent vehicle tuning.

[0038] The power system disclosed in this application can be used, but is not limited to, vehicles, ships, or aircraft. For ease of description, a vehicle is used as an example below, but those skilled in the art will appreciate that the power system of this application can also be applied to other vehicles (such as ships, aircraft, etc.) with electrical loads. Using the power system disclosed in this application can provide a backup power supply circuit for vehicles, significantly improving the safety of vehicles (especially during operation).

[0039] The electric vehicles disclosed in this application, including the aforementioned power system, can be, but are not limited to, pure electric vehicles, hybrid electric vehicles, or range-extended electric vehicles. Using the power system disclosed in this application allows for the use of an alternate circuit to supply power in the event of a single-circuit failure in the power system, significantly improving safety.

[0040] According to some embodiments of this application, this application provides a power supply system 10.

[0041] Reference Figure 1 This illustrates a schematic diagram of the power system 10 disclosed in an embodiment of this application. For example... Figure 1 As shown, the power system 10 may include a first circuit 100, a second circuit 200, and a switching unit 300. The first circuit 100 may include a DC-DC converter module 101 and a first load 102 connected in parallel. The first terminals of the parallel DC-DC converter module 101 and the first load 102 are grounded. The second circuit 200 may include a battery 201 and a second load 202 connected in parallel. The first terminals of the parallel battery 201 and the second load 202 are grounded. Further reference... Figure 2 This illustrates a schematic diagram of the structure of a switching unit 300 disclosed in an embodiment of this application. Figure 2 As shown, the switching unit 300 may include a switch 301. The switch 301 is coupled between the second terminal of the DC-DC conversion module 101 and the first load 102 and the second terminal of the battery 201 and the second load 202. The switch 301 is in the closed state by default.

[0042] In one example scenario, the first load 102 may include a primary load (e.g., a driving-related load), while the second load 202 may include a safety load (such as an Electronic Stability Control (ESC) system, an Electric Power Steering (EPS) system, etc.). In this scenario, the first load 102 may optionally include an autonomous driving unit.

[0043] In one example scenario, the input of the DC-DC converter module 101 can be connected to the vehicle's power battery. The power battery is a high-voltage battery with a voltage of 380 volts. The output voltage of the DC-DC converter module 101 can be 10-20 volts, optionally 12 volts, 15 volts, etc. Thus, the DC-DC converter module 101 can convert high-voltage DC into low-voltage DC to provide power to the first circuit 100.

[0044] When both circuits of the power system 10 are operating normally, switch 301 in switch unit 300 is closed by default. When the first circuit 100 in the power system 10 fails, switch 301 in switch unit 300 opens, and the second circuit 200 continues to operate normally, ensuring that the second load 202 coupled to the battery 201 operates normally (e.g., the safety load operates normally, enabling the vehicle to perform emergency safety operations, such as reducing speed, emergency braking, or pulling over). When the second circuit 200 in the power system 10 fails, switch 301 in switch unit 300 opens, and the first circuit 100 continues to operate normally, meaning that the first load 102 coupled to the DC-DC converter module 101 operates normally (e.g., the driving-related load operates normally, enabling the vehicle to drive normally).

[0045] When the vehicle is in autonomous driving mode, it will exit autonomous driving mode regardless of whether either the first circuit 100 or the second circuit 200 malfunctions. Furthermore, the vehicle is not allowed to enter autonomous driving mode when either the first circuit 100 or the second circuit 200 malfunctions, i.e., when switch 301 is open. The vehicle is only allowed to enter autonomous driving mode after switch 301 is reopened.

[0046] The power system 10 uses only one battery to achieve a dual-circuit structure. In the event of a failure in one circuit, the power system 10 can use the other circuit to supply power, allowing the vehicle to continue driving or perform corresponding emergency operations, significantly improving vehicle safety. In the power system 10, switch 301 is closed by default, enabling the vehicle to use the battery 201 in the second circuit 200 as a starting power source for startup.

[0047] This design achieves its effect by modifying the existing vehicle's single-power system, eliminating the need for additional batteries or other components, thus avoiding extra costs and maintaining a simple structure. Furthermore, this design does not affect the vehicle's weight or other factors, and therefore avoids issues related to subsequent vehicle tuning.

[0048] According to some embodiments of this disclosure, the switching unit 300 may optionally further include a control module 302 and a sensor. The control module 302 may be configured to send a control signal to the switch 301 in response to receiving a sensing signal from the sensor.

[0049] The control module 302 is coupled to the sensor to transmit signals (such as current signals, voltage signals, and control signals). The control module 302 can receive sensing signals from the sensor in real time or periodically (e.g., every 5 seconds, 10 seconds, 30 seconds, etc.). The control module 302 can send a control signal to the switch 301 when it determines that the sensing signals received from the sensor meet specific conditions.

[0050] The sensor can detect various parameters within the power system 10. The control module 302 can control the switch in the switching unit 300 based on the sensed signals to deal with various possible situations when the first circuit 100 or the second circuit 200 in the power system 10 fails.

[0051] According to some embodiments of this disclosure, optionally, reference is made to... Figure 2 and 3 The sensor may include a current sensor 303, wherein the current sensor 303 is coupled in series to the switch 301; the control module 302 may be configured to receive a current value from the current sensor 303 and, in response to determining that the received current value is greater than a current threshold, send an open signal to the switch 301 to open the switch 301.

[0052] The current sensor 303 is coupled in series with the switch 301. Although Figure 2 The diagram shows a current sensor 303 coupled in series between the first circuit 100 and the switch 301, but those skilled in the art will appreciate that the current sensor 303 can also be coupled in series between the switch 301 and the second circuit 200.

[0053] The current sensor 303 measures the current flowing between the first circuit 100 and the second circuit 200 to detect the operating status of the first circuit 100 and the second circuit 200. Alternatively, the current sensor 303 can measure the current flowing between the first circuit 100 and the second circuit 200 in real time. The control module 302 can receive current values ​​from the current sensor 303 in real time or periodically (e.g., every 5 seconds, 10 seconds, 30 seconds, etc.).

[0054] The control module 302 can determine the operating status of the two circuits in the power system 10 based on the current value between the first circuit 100 and the second circuit 200 measured by the current sensor 303. If the current value is determined to be greater than a current threshold, the control module 302 controls the switch 301 to open, allowing one circuit in the power system 10 to continue operating normally. The current threshold can be determined according to the vehicle model. For example, the current threshold can be set to 110-150% of the rated operating current, such as 120%, 130%, etc. For example, when the rated operating current is 200 amps, the current threshold can be 240 amps or 260 amps, etc. For example, the control module 302 can send an open signal to the switch 301 to open the switch 301 when it determines that the current value received from the current sensor 303 is greater than 260 amps. Furthermore, the control module 302 can send a closed signal to the switch 301 to close the switch 301 when it determines that the current value received from the current sensor 303 is less than 260 amps.

[0055] According to some embodiments of this disclosure, optionally, reference is made to... Figure 2 and3 The sensor may include a voltage sensor 304, wherein the voltage sensor 304 is coupled in parallel with the switch 301; the control module 302 may be configured to receive a voltage value from the voltage sensor 304 and, in response to determining that the received voltage value is greater than a voltage threshold, send an open signal to the switch 301 to open the switch 301.

[0056] Voltage sensor 304 is coupled in parallel with switch 301. Although Figure 2 The diagram shows one end of voltage sensor 304 coupled between the first circuit 100 and current sensor 303, but those skilled in the art will appreciate that current sensor 303 can also be coupled in series between current sensor 303 and switch 301, and the other end of voltage sensor 304 can also be coupled in the same way.

[0057] Voltage sensor 304 measures the voltage across switch 301 (i.e., between the first circuit 100 and the second circuit 200) to detect the operating status of the first circuit 100 and the second circuit 200. In an optional configuration, voltage sensor 304 can measure the voltage across switch 301 in real time. Control module 302 can receive voltage values ​​from voltage sensor 304 in real time or periodically (e.g., every 5 seconds, 10 seconds, 30 seconds, etc.).

[0058] The control module 302 can determine the operating status of the two circuits in the power system 10 based on the voltage value between the first circuit 100 and the second circuit 200 measured by the voltage sensor 304. If the absolute value of this voltage is determined to be greater than a voltage threshold (e.g., the first circuit is operating normally while the second circuit is undervoltage, or the second circuit is operating normally while the first circuit is undervoltage), the control module 302 controls the switch 301 to open, allowing one circuit in the power system 10 to operate normally. The voltage threshold can be determined according to the vehicle model. For example, the voltage threshold can be set to 30-70% of the absolute value of the rated voltage, such as 50%, 60%, etc. For example, when the rated current is 12 volts, the voltage threshold can be 6 volts, etc. For example, the control module 302 can send an open signal to the switch 301 to open the switch 301 when the absolute value of the voltage received from the voltage sensor 304 is greater than 6 volts. Furthermore, the control module 302 can send a closed signal to the switch 301 to close the switch 301 when the absolute value of the voltage received from the voltage sensor 304 is less than 6 volts.

[0059] According to some embodiments of this disclosure, optionally, the switching unit may further include a timer (not shown) coupled to the control module 302; the control module 302 may be further configured to start the timer when it determines that the received voltage value is greater than a voltage threshold. When the control module 302 determines that the duration for which the received voltage value is greater than the voltage threshold is greater than a duration threshold, it sends a disconnect signal to the switch 301 to disconnect the switch 301. When the control module 302 determines that the duration for which the received voltage value is greater than the voltage threshold is less than the duration threshold, no action is taken.

[0060] The timer can be started when the voltage value is greater than a voltage threshold to determine the duration for which the voltage value is greater than the voltage threshold. When the duration exceeds the duration threshold, the control module 302 can send a disconnect signal to the switch 301 to open the switch 301. If the voltage value returns to below the voltage threshold before the duration threshold expires, no action is taken. The duration threshold can be 0.5-2.5 seconds, and can be determined according to the vehicle model.

[0061] During vehicle operation, high-power devices may suddenly activate, potentially causing a momentary voltage drop. Once the high-power devices have started normally, the voltage returns to normal. Using a timer prevents the sudden voltage surge caused by the activation of high-power devices from causing switch 301 to disconnect. In this scenario, disconnecting the switch is not necessary. Furthermore, disconnecting the switch might interfere with the normal startup of the high-power devices. Using a timer avoids these situations.

[0062] According to some embodiments of this disclosure, optionally, reference is made to... Figure 2 and 5 The control module 302 can be configured to report the switch to be open to the vehicle controller after sending a disconnect signal to the switch 301.

[0063] Upon receiving a switch-off report, the vehicle controller will exit autonomous driving mode if the vehicle is in such mode. When the first circuit 100 fails, switch 301 opens, and the second circuit 200 continues to operate normally, allowing the vehicle to perform emergency safety operations (such as reducing speed, emergency braking, or pulling over) using the battery 201 in the second circuit 200. In an alternative scenario, when the first circuit 100 fails, switch 301 opens, and the battery 201 can support the vehicle to complete emergency safety operations for a period of time (e.g., 3 minutes). When the second circuit 200 fails, switch 301 opens, and the first circuit 100 continues to operate normally, allowing the vehicle to continue driving using the power battery and DC-DC converter module 101. When the vehicle continues to drive with switch 301 open, the vehicle controller may restrict the vehicle from entering autonomous driving mode to prevent potential dangerous situations. The vehicle controller may also allow the vehicle to enter autonomous driving mode upon receiving a switch-closed report.

[0064] According to some embodiments of this disclosure, optionally, reference is made to... Figure 2 The switching unit 300 may include a temperature sensor 305, wherein the temperature sensor 305 is coupled in series with the switch 301; the control module 302 may be further configured to receive a temperature value from the temperature sensor 305 and determine that the switching unit 300 (e.g., switch 301) is faulty in response to determining that the received temperature value is greater than a temperature threshold.

[0065] Temperature sensor 305 is coupled in series with switch 301 and can measure the temperature value of switch unit 300 (or switch 301) to detect the state of switch unit 300 (or switch 301). Although Figure 2 The diagram shows a temperature sensor 305 coupled in series between switch 301 and the second circuit 200. However, those skilled in the art will appreciate that the temperature sensor 305 can also be coupled in series between the second circuit 100 and switch 301. It is worth noting that this application does not limit the positions of the switch 301, current sensor 303, and temperature sensor 305; these three can be connected in series between the first circuit 100 and the second circuit 200 in any order. In an optional configuration, the temperature sensor 305 is positioned adjacent to the switch to accurately detect the switch's temperature.

[0066] The control module 302 can receive temperature values ​​from the temperature sensor 305 in real time or periodically (e.g., every 5 seconds, 10 seconds, 30 seconds, etc.). The control module 302 can determine whether the switch is in a normal or faulty state based on the temperature of the switching unit (or switch) measured by the temperature sensor 305. The temperature threshold can be determined according to the vehicle model. For example, the voltage threshold can be set to 40-80 degrees Celsius, selectable as 50 degrees Celsius, 60 degrees Celsius, etc. For example, the control module 302 can determine that the switching unit 300 (e.g., switch 301) is faulty when it determines that the temperature value received from the temperature sensor 305 is greater than 60 degrees Celsius. Furthermore, the control module 302 can determine that the switch is valid when it determines that the temperature value received from the temperature sensor 305 is less than 60 degrees Celsius.

[0067] According to some embodiments of this disclosure, optionally, reference is made to... Figure 2 The control module 302 can be configured to report the failure of the switch unit 300 (e.g., switch 301) to the vehicle controller after determining that the switch unit 300 (e.g., switch 301) has failed.

[0068] When the vehicle controller receives a switch failure report, it will exit autonomous driving mode if the vehicle is in autonomous driving mode; otherwise, it can restrict the vehicle from entering autonomous driving mode to prevent the vehicle from entering autonomous driving mode in the event of a switch failure, thus avoiding potential dangerous situations. Alternatively, the vehicle controller can allow the vehicle to enter autonomous driving mode after receiving a valid switch report.

[0069] The control module 302 can report whether the switch is malfunctioning to the vehicle controller, so that the vehicle controller can perform corresponding operations based on the report.

[0070] Optionally, the control module 302 may report the status of the switches and / or the status of the power system to the vehicle controller, so that the vehicle controller can perform corresponding operations based on the report.

[0071] According to some embodiments of this application, this application provides an electric vehicle that may include the power system described in the above embodiments.

[0072] According to some embodiments of this disclosure, optionally, the electric vehicle may include a vehicle controller, and the vehicle controller may be configured to exit the autonomous driving mode in response to receiving a switch-off signal or a failure signal from the control module 302, see reference. Figure 5 .

[0073] Upon receiving a switch-off report, the vehicle controller will exit autonomous driving mode if the vehicle is in such mode. When the first circuit 100 fails, switch 301 opens, and the second circuit 200 continues to operate normally, allowing the vehicle to perform emergency safety operations (such as reducing speed, emergency braking, or pulling over) using the battery 201 in the second circuit. In an alternative scenario, when the first circuit 100 fails, switch 301 opens, and the battery 201 can support the vehicle to complete emergency safety operations for a period of time (e.g., 3 minutes). When the second circuit 200 fails, switch 301 opens, and the first circuit 100 continues to operate normally, allowing the vehicle to continue driving using the power battery and DC-DC converter module 101. When the vehicle continues to drive with switch 301 open, the vehicle controller may restrict the vehicle from entering autonomous driving mode to prevent potential dangerous situations. The vehicle controller may also allow the vehicle to enter autonomous driving mode upon receiving a switch-closed report.

[0074] When the vehicle controller receives a switch failure report, it will exit autonomous driving mode if the vehicle is in autonomous driving mode; otherwise, it can restrict the vehicle from entering autonomous driving mode to prevent the vehicle from entering autonomous driving mode in the event of a switch failure, thus avoiding potential dangerous situations. Alternatively, the vehicle controller can allow the vehicle to enter autonomous driving mode after receiving a valid switch report.

[0075] The vehicle controller can obtain the switch status signal from the control module 302 and perform corresponding operations based on the switch status signal to ensure the safety of vehicle operation.

[0076] Optional Implementation Example 1

[0077] According to some embodiments of this disclosure, refer to Figure 1 and 2 This application provides a power supply system 10. The power supply system 10 includes a first circuit 100, a second circuit 200, and a switching unit 300.

[0078] The first circuit 100 may include a DC-DC converter module 101 and a first load 102 connected in parallel. The first terminals of the parallel DC-DC converter module 101 and the first load 102 are grounded.

[0079] The second circuit 200 may include a battery 201 connected in parallel and a second load 202. The first terminal of the battery 201 and the second load 202 connected in parallel is grounded.

[0080] The switching unit 300 includes a switch 301 and a control module 302, wherein the switch 301 is coupled between a first circuit 100 and a second circuit 200. The control module 302 is coupled to the switch 301 to control the opening or closing of the switch 301. The switching unit 300 may further include a current sensor 303, a voltage sensor 304, and / or a temperature sensor 305. The current sensor 303 and / or the temperature sensor 305 may be coupled between the first circuit 100 and the second circuit 200 and connected in series with the switch 301. Although Figure 2 The diagram shows a current sensor 303 coupled in series between the first circuit 100 and the switch 301, and a temperature sensor 305 coupled in series between the switch 301 and the second circuit 200. However, those skilled in the art will appreciate that the temperature sensor 305 can also be coupled in series between the first circuit 100 and the switch 301, and the current sensor 303 can also be coupled in series between the switch 301 and the second circuit 200. That is, this application does not limit the positions of the switch 301, the current sensor 303, and the temperature sensor 305; these three can be connected in series between the first circuit 100 and the second circuit 200 in any order. Optionally, the temperature sensor 305 can be adjacent to the switch. The voltage sensor 304 can be coupled in parallel across the switch 301. Alternatively, the voltage sensor 304 can be coupled in parallel with the switch and / or at least one of the current sensor 303 and the temperature sensor 305. The control module 302 can be coupled to the current sensor 303, the voltage sensor 304, and / or the temperature sensor 305 to transmit signals (e.g., sensing signals, control signals, etc.) with these sensors.

[0081] In some cases, refer to Figure 3 The control module 302 can be configured to send an open signal to the switch 301 to open the switch 301 in response to determining that the current value received from the current sensor 303 is greater than a current threshold (e.g., 260 amps) or in response to determining that the absolute value of the voltage value received from the voltage sensor 304 is greater than a voltage threshold (e.g., 6 volts). Furthermore, the control module 302 can be configured to send a closed signal to the switch 301 to close the switch 301 in response to determining that the current value received from the current sensor 303 is less than a current threshold (e.g., 260 amps) or in response to determining that the absolute value of the voltage value received from the voltage sensor 304 is less than a voltage threshold (e.g., 6 volts).

[0082] In some cases, refer to Figure 4For example, control module 302 may be configured to determine that switch unit 300 (e.g., switch 301) is disabled in response to determining that the temperature value received from temperature sensor 305 is greater than a temperature threshold (e.g., 60 degrees Celsius). Furthermore, control module 302 may be configured to determine that switch unit 300 (e.g., switch 301) is active in response to determining that the temperature value received from temperature sensor 305 is less than a temperature threshold (e.g., 60 degrees Celsius).

[0083] In one optional scenario, after switch 301 is opened, control module 302 may send a closing signal to switch 301 to close switch 301 only if it detects that the current value is less than the current threshold, the absolute value of the voltage value is less than the voltage threshold, and the temperature value is less than the temperature threshold.

[0084] Optional Embodiment Two

[0085] According to some embodiments of this disclosure, this application provides an electric vehicle that may include the power system described in the above embodiments. The electric vehicle may optionally include a vehicle controller.

[0086] In some cases, refer to Figure 5 When the vehicle controller receives a switch-off report, it will exit autonomous driving mode if the vehicle is in autonomous driving mode. When the first circuit 100 fails, switch 301 opens, and the second circuit 200 continues to operate normally, allowing the vehicle to perform emergency safety operations (such as reducing speed, emergency braking, or pulling over) using the battery 201 in the second circuit. In an optional scenario, when the first circuit 100 fails, switch 301 opens, and the battery 201 can support the vehicle to complete emergency safety operations for a period of time (e.g., 3 minutes). When the second circuit 200 fails, switch 301 opens, and the first circuit 100 continues to operate normally, allowing the vehicle to continue driving using the power battery and DC-DC converter module. When the vehicle continues to drive with switch 301 open, the vehicle controller may restrict the vehicle from entering autonomous driving mode to prevent potentially dangerous situations. The vehicle controller may allow the vehicle to enter autonomous driving mode after receiving a switch-closed report.

[0087] In some situations, when the vehicle controller receives a switch failure report, it will exit autonomous driving mode if the vehicle is in autonomous driving mode; otherwise, the vehicle controller may restrict the vehicle from entering autonomous driving mode to prevent the vehicle from entering autonomous driving mode in the event of a switch failure, thus avoiding potentially dangerous situations. The vehicle controller may also allow the vehicle to enter autonomous driving mode after receiving a switch validity report.

[0088] In one optional scenario, after switch 301 is opened, control module 302 may allow the vehicle to enter autonomous driving mode after receiving a switch closure report and a switch valid report.

[0089] The "range" disclosed herein is defined by a lower limit and an upper limit. A given range is defined by selecting a lower limit and an upper limit, which define the boundaries of the particular range. Ranges defined in this way may or may not include endpoints and can be arbitrarily combined; that is, any lower limit can be combined with any upper limit to form a range. In this application, unless otherwise stated, the numerical range "ab" represents a shortened representation of any combination of real numbers between a and b, where a and b are real numbers.

[0090] Unless otherwise specified in this application, all embodiments and preferred embodiments mentioned herein can be combined to form new technical solutions.

[0091] Unless otherwise specified, all technical features and preferred features mentioned herein can be combined to form new technical solutions. Although this application has been described with reference to optional embodiments, various modifications can be made and components can be replaced with equivalents without departing from the scope of this application. In particular, as long as there is no structural conflict, the technical features mentioned in the various embodiments can be combined in any manner. This application is not limited to the specific embodiments disclosed herein, but includes all technical solutions falling within the scope of the claims.

Claims

1. A power system, comprising: a first loop comprising a DC-DC conversion module and a first load in parallel, a first end of the DC-DC conversion module and the first load being grounded; a second loop comprising a battery and a second load in parallel, a first end of the battery and the second load being grounded; and a switching unit comprising a switch coupled in series between a second end of the DC-DC conversion module and the first load and a second end of the battery and the second load, the switch being in a closed state by default; the switching unit further comprising a control module and a sensor, the control module being configured to send a control signal to the switch in response to receiving a sensing signal from the sensor; the sensor comprising a voltage sensor, wherein the voltage sensor is coupled in parallel with the switch; the control module being further configured to receive a voltage value from the voltage sensor and send an open signal to the switch in response to determining that the received voltage value is greater than a voltage threshold.

2. The power system of claim 1, wherein the sensor comprises a current sensor, wherein the current sensor is coupled in series to the switch; the control module being further configured to receive a current value from the current sensor and send an open signal to the switch in response to determining that the received current value is greater than a current threshold.

3. The power system of claim 1 or 2, wherein the switching unit further comprises a timer coupled to the control module; the control module being further configured to start the timer when determining that the received voltage value is greater than a voltage threshold, send an open signal to the switch when the control module determines that a duration that the received voltage value is greater than the voltage threshold is greater than a duration threshold; do nothing when the control module determines that the duration that the received voltage value is greater than the voltage threshold is less than the duration threshold.

4. The power system of any one of claims 1 or 2, wherein the control module is further configured to report to a vehicle controller that the switch is in an open state after sending the open signal to the switch.

5. The power system of claim 1 or 2, wherein the sensor comprises a temperature sensor, wherein the temperature sensor is coupled in series to the switch; the control module being further configured to receive a temperature value from the temperature sensor and determine that the switch is failed in response to determining that the received temperature value is greater than a temperature threshold.

6. The power system of claim 5, wherein the control module is further configured to report to a vehicle controller that the switch is failed after determining that the switch is failed.

7. An electric vehicle comprising the power system of any one of claims 1-6.

8. The electric vehicle of claim 7, wherein the electric vehicle comprises a vehicle controller configured to exit an autonomous driving mode in response to receiving a switch open signal or a switch failed signal from the control module.

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