Vehicle power supply network system, vehicle power supply network control method

Abstract

The application discloses a vehicle power supply network system and a vehicle power supply network control method. The method comprises the following steps: acquiring vehicle temperature information; the vehicle temperature information comprises information of a vehicle ambient temperature; determining whether the vehicle ambient temperature is lower than a preset low-temperature threshold; if the vehicle ambient temperature is lower than the preset low-temperature threshold, determining whether the vehicle is in an initial starting stage; and if the vehicle is in the initial starting stage, controlling a switch to control a heating load in a battery pack packaging steel armor of a battery group of a lead-acid battery in a power supply network. Through the above scheme, the battery groups are distributed in the vehicle, the distance between the battery groups is kept, the protection difficulty of the battery groups is reduced, and the disaster spreading is reduced, so that more escape and rescue time is obtained. After the loads are classified and processed, the different battery groups are connected, so that the battery groups can be set based on the load types, and a plurality of batteries can be mixed and used on the same vehicle.

Description

Technical Field

[0001] This application relates to the field of vehicle electrical networks, and more particularly to vehicle power network systems, vehicle power network control methods, vehicle power network control devices, electronic devices, storage media, and vehicles. Background Technology

[0002] Existing electric or hybrid vehicles use a single battery pack to power the load. Because the batteries are centrally located and charged / discharged uniformly, their lifespan is depleted overall, which is detrimental to heat dissipation and fire control. Furthermore, there is a lack of priority control for grid circuit switching nodes based on load power supply, making it difficult to conveniently control the connection or disconnection of individual load lines based on operating conditions.

[0003] CN 114291016 A, "Vehicle Power Network Protection System," describes a vehicle power network protection system designed between two power supply electrical nodes KL30 and KL30R. This system separates low-functional safety level loads from intelligent driving high-functional safety level loads, and the system is normally closed. Through real-time software and hardware diagnostics, the system detects and disconnects the two power supply electrical nodes KL30 and KL30R in the event of a single-point electrical fault in the vehicle power network. This eliminates the impact of the faulty power circuit on the other power circuit, preventing the entire power network from failing and ensuring that one side of the power network can operate normally, thus improving the safety of the vehicle power network.

[0004] CN 114291016 A "Vehicle Power Network Protection System" is based on a power network protection system controller to realize power supply control for different types of loads, but no solution is provided for relatively distributed battery packs.

[0005] Therefore, a vehicle power network and control scheme is needed, which uses a relatively simple architecture and separate battery packs to power different types of loads. Summary of the Invention

[0006] The purpose of this invention is to provide a vehicle power network system, a vehicle power network control method, a vehicle power network control device, an electronic device, a storage medium, and a vehicle, to at least solve one of the technical problems mentioned above, namely, the battery heating problem, the battery overheating problem, the battery safety problem, the power supply problem for different types of loads, and the problem of coordinating the power supply of multiple batteries.

[0007] This invention provides the following solution:

[0008] According to one aspect of the present invention, a vehicle power network system is provided, the vehicle power network system comprising: a battery pack, a load, and a switch;

[0009] The load is distributed in multiple locations on the vehicle body;

[0010] The loads are classified into several categories, including those based on vehicle operating status and power consumption.

[0011] Multiple battery packs are provided and distributed in preset locations on the vehicle body;

[0012] The battery packs are classified in several ways, including classifying the batteries according to battery characteristics and application.

[0013] Based on the load classification and the battery pack classification, the switch connects the battery packs and loads distributed throughout the vehicle body via wires to form a power network.

[0014] Furthermore, the battery pack includes:

[0015] The corresponding battery packs are distributed in preset positions on the vehicle body, and multiple battery packs are encapsulated in steel armor.

[0016] The battery pack encapsulation steel armor includes a thermoplastic lock and an electromagnetic lock;

[0017] The electromagnetic lock and the thermoelectric lock are used to control the opening of the battery pack's encapsulation steel armor.

[0018] Furthermore, the battery pack also includes:

[0019] According to the battery pack classification, set up battery packs for lithium batteries and battery packs for lead-acid batteries;

[0020] The battery packs for lithium batteries and lead-acid batteries are respectively equipped with heating loads for heating the batteries.

[0021] The power network includes a switch that controls the battery pack of lead-acid batteries to be connected to a heating load for heating the batteries.

[0022] The power network also includes an electromagnetic lock that controls the lead-acid battery pack connection.

[0023] Furthermore, the load includes: a first load and a second load;

[0024] The first load includes the load classification based on vehicle driving, with terminals concentrated in a fuse box;

[0025] The second load includes the load classification based on non-vehicle driving related components, with terminals concentrated in another fuse box;

[0026] The switch controls the power consumption of the load in the power supply network according to whether the vehicle is in motion or not.

[0027] Furthermore, the load includes: a first battery pack and a second battery pack;

[0028] The first battery pack includes the battery pack classification based on vehicle driving, and the second load includes the battery pack classification based on non-vehicle driving, wherein the battery packs in the switch-controlled power network individually or collectively provide the electrical energy consumed by the current load.

[0029] According to two aspects of the present invention, a vehicle power network control method is provided, based on the vehicle power network system, the vehicle power network control method comprising:

[0030] Obtain vehicle temperature information;

[0031] The vehicle temperature information includes information about the vehicle's ambient temperature;

[0032] Determine whether the vehicle's ambient temperature is below a preset low-temperature threshold;

[0033] If the ambient temperature of the vehicle is lower than the preset low temperature threshold, then determine whether the vehicle is in the initial stage of startup.

[0034] If the vehicle is in the initial startup phase, the switch controls the lead-acid battery pack in the power network to conduct electricity to the heating load inside the battery pack's encapsulation steel armor used for heating the battery.

[0035] Furthermore, it also includes:

[0036] The vehicle temperature information also includes information on the temperature inside the steel casing of the vehicle battery pack.

[0037] Determine whether the temperature inside the steel armor of the vehicle battery pack is higher than the preset medium temperature threshold and lower than the preset high temperature threshold.

[0038] If the temperature is higher than the preset medium temperature threshold but lower than the preset high temperature threshold, the switch controls the lead-acid battery pack of the power network to disconnect the heating load inside the battery pack's encapsulation steel armor used for heating the battery.

[0039] Furthermore, it also includes:

[0040] Determine whether the temperature inside the steel casing of the vehicle battery pack is higher than a preset high temperature threshold.

[0041] If the temperature exceeds the preset high temperature threshold, the switch controls the lead-acid battery pack of the power supply network to conduct the electromagnetic lock on the battery pack's encapsulation steel armor.

[0042] Powered by the electromagnetic lock, the battery pack's encapsulated steel armor springs open.

[0043] Furthermore, it also includes:

[0044] Determine whether the temperature inside the vehicle battery pack's encapsulated steel armor exceeds a preset high-temperature threshold by more than a preset time threshold.

[0045] If the temperature exceeds a preset time threshold, the switch controls the lead-acid battery or / and lithium battery pack in the power network to activate the thermal lock on the battery pack encapsulation steel armor where the temperature inside the corresponding battery pack is higher than a preset high temperature threshold and exceeds a preset time threshold.

[0046] Furthermore, it also includes:

[0047] Obtain vehicle operating condition scenario information;

[0048] The vehicle operating condition scenario information includes operating conditions when the vehicle is in motion and operating conditions when the vehicle is not in motion.

[0049] Based on the vehicle operating conditions, obtain information on the power demand of the vehicle load and the battery power supply capacity corresponding to the power demand of the vehicle load.

[0050] Based on the vehicle load's power demand information and the battery power supply capacity information corresponding to the vehicle load's power demand, the switch control power network is controlled to allocate the first battery pack and the second battery pack individually or jointly to provide the power consumed by the current load.

[0051] According to three aspects of the present invention, a vehicle power network control device is provided, based on the vehicle power network control method, the vehicle power network control device comprising:

[0052] Temperature module, used to acquire vehicle temperature information;

[0053] The vehicle temperature information includes information about the vehicle's ambient temperature;

[0054] The judgment module is used to determine whether the vehicle's ambient temperature is lower than a preset low temperature threshold.

[0055] If the ambient temperature of the vehicle is lower than the preset low temperature threshold, then determine whether the vehicle is in the initial stage of startup.

[0056] If the vehicle is in the initial startup phase, the switch controls the lead-acid battery pack in the power network to conduct electricity to the heating load inside the battery pack's encapsulation steel armor used for heating the battery.

[0057] According to four aspects of the present invention, an electronic device is provided, comprising: a processor, a communication interface, a memory, and a communication bus, wherein the processor, the communication interface, and the memory communicate with each other via the communication bus;

[0058] The memory stores a computer program that, when executed by the processor, causes the processor to perform the steps of the vehicle power network control method.

[0059] According to five aspects of the present invention, a computer-readable storage medium is provided, comprising: storing a computer program executable by an electronic device, wherein when the computer program is run on the electronic device, the electronic device performs the steps of the vehicle power network control method.

[0060] According to six aspects of the present invention, this application also provides a vehicle comprising:

[0061] An electronic device for implementing the steps of the vehicle power network control method;

[0062] The processor runs a program that, when running, executes the steps of the vehicle power network control method based on data output from the electronic device.

[0063] A storage medium for storing a program that, when run, executes the steps of the vehicle power network control method in response to data output from an electronic device.

[0064] The above solution achieves the following beneficial technical effects:

[0065] This application reduces the difficulty of protecting the battery packs and the spread of disasters by distributing the battery packs in the vehicle, thus gaining more time for escape and rescue.

[0066] This application allows for the classification and processing of loads, and then connects different battery packs, enabling the battery packs to be configured based on load type, thus allowing multiple batteries to be used in the same vehicle.

[0067] This application controls the switch status through line nodes according to different vehicle operating conditions, so that the battery pack status can take into account the power demand of the vehicle under different operating conditions. Attached Figure Description

[0068] Figure 1 This is a flowchart of a vehicle power network control method provided by one or more embodiments of the present invention.

[0069] Figure 2 This is a structural diagram of a vehicle power network control device provided in one or more embodiments of the present invention.

[0070] Figure 3 This is a structural diagram of a vehicle power network system provided by one or more embodiments of the present invention.

[0071] Figure 4 This is a structural diagram of a vehicle power network system according to a specific embodiment of the present invention.

[0072] Figure 5 This is a structural diagram of a vehicle power network method according to a specific embodiment of the present invention.

[0073] Figure 6 This is a schematic diagram of a vehicle power network system architecture according to a specific embodiment of the present invention.

[0074] Figure 7 This is a block diagram of an electronic device structure for a vehicle power network control method provided in one or more embodiments of the present invention. Detailed Implementation

[0075] The technical solution of the present invention will now be clearly and completely described with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0076] Figure 3 This is a structural diagram of a vehicle power network system provided by one or more embodiments of the present invention.

[0077] like Figure 3 The vehicle power network system shown includes: battery pack, load, and switch;

[0078] The load is distributed across multiple locations on the vehicle body;

[0079] Loads are classified in several ways, including based on their correlation with vehicle operating status and their correlation with power consumption.

[0080] Multiple battery packs are installed and distributed in preset locations on the vehicle body;

[0081] Battery packs are classified in several ways, including by classifying batteries based on their characteristics and applications.

[0082] Based on load and battery pack classification, the switch connects the battery packs and loads distributed throughout the vehicle body via wires to form a power network.

[0083] Specifically, in one embodiment, the loads on the vehicle are categorized into four types: vehicle instrument loads, motor drive loads, personnel service loads, and vehicle rescue loads. Among these, vehicle instrument loads and motor drive loads are the basic loads of the vehicle, used to drive and control the vehicle's movement.

[0084] Personnel service loads, such as vehicle air conditioners and refrigerators, and vehicle rescue loads, such as winches and life support equipment, are not directly related to vehicle movement. Multiple battery packs can power one or more loads individually or jointly via switch control. The first battery pack serves as the main battery pack, its primary task being to drive the vehicle, mainly powering loads such as vehicle instrument clusters and motor drives. The second battery pack serves as the auxiliary battery pack, powering non-movement-related loads, primarily personnel service loads and vehicle rescue loads.

[0085] For example, when the vehicle experiences travel anxiety, a switch can power the entire battery pack to loads such as the vehicle's instrument panel and motor drives. When roadside assistance is needed, the entire battery pack can power loads for personnel services and vehicle rescue.

[0086] In one embodiment, since the vehicle needs to continuously discharge while in motion, the first battery pack is selected with capacity parameters as the primary reference. However, life support equipment may have special requirements for starting current and preset rescue duration. Therefore, the second battery pack prioritizes the maximum current consumed simultaneously by personnel service loads and vehicle rescue loads, as well as preset continuous operating time data, especially for vehicle rescue loads.

[0087] In this embodiment, the battery pack includes:

[0088] The corresponding battery packs are distributed in preset positions on the vehicle body, and multiple battery packs are encapsulated in steel armor.

[0089] The battery pack encapsulation steel armor includes a thermoplastic lock and an electromagnetic lock;

[0090] Among them, the electromagnetic lock and the thermoelectric lock are used to control the opening of the battery pack's encapsulated steel armor.

[0091] Specifically, in one embodiment, each battery pack is independently packaged according to its grouping, and connected in series and parallel via wiring. Switches are installed at the electrodes of each battery pack, forming a single vehicle battery. The multiple battery pack enclosures are housed in a steel box, with the battery packs inside. The steel box has a lid, which is secured to the box by a locking device. The locking device includes an electromagnetic lock and a thermoelectric lock. When the electromagnetic lock is energized, a pin moves, opening the lid; when de-energized, it remains locked. The thermoelectric lock, as a separate locking device, controls the release of the lid, separately from the electromagnetic lock. The thermoelectric lock can be a lead seal, with an electric heating element located adjacent to it. The lead seal is melted by electric heating, releasing the lid. When a battery experiences a short circuit due to impact, the electromagnetic lock of the enclosure containing that battery pack is prioritized to open, causing the faulty battery pack to detach from the enclosure and eliminating the risk of vehicle fire. When a collision causes deformation that renders the electromagnetic lock ineffective in releasing the cover, a pre-set delay is triggered by heating the thermal fuse (e.g., lead seal), releasing the cover and allowing the faulty battery pack to detach from its steel casing, thus eliminating the risk of the vehicle catching fire. Conversely, if an electric heating element located adjacent to the thermal fuse fails, the battery combustion generates heat, which in turn heats the thermal fuse (e.g., lead seal), passively releasing the cover and causing the faulty battery pack to detach from its steel casing, again eliminating the risk of the vehicle catching fire.

[0092] Although compared to actively controlling the electromagnetic lock to open the cover and heating the thermofused lock, passively heating the thermofused lock by burning the battery raises the temperature of the entire encapsulated steel armor, increasing the risk of igniting items inside the vehicle.

[0093] The melting point of the thermal fuse should not be set too low; it needs to be determined based on the ambient temperature and the flammability of items inside the vehicle on the other side of the side panel. Typically, the battery is located on the exterior of the vehicle. Wiring, trim, and other interior components should be routed along the path of the battery pack onto the side panel, with added insulation or avoided passing through this location.

[0094] In this embodiment, the battery pack further includes:

[0095] According to the battery pack classification, set up battery packs for lithium batteries and battery packs for lead-acid batteries;

[0096] The battery packs for lithium batteries and lead-acid batteries are respectively equipped with heating loads for heating the batteries.

[0097] The power network includes a switch that controls the connection of the lead-acid battery pack to a heating load for heating the battery.

[0098] The power network also includes a switch that controls the connection of the lead-acid battery pack to an electromagnetic lock.

[0099] Specifically, in one embodiment, to cope with low-temperature environments, two types of batteries are used according to battery grouping. Lead-acid batteries have better low-temperature characteristics than lithium batteries, while lithium batteries have better energy storage characteristics than lead-acid batteries. A heating device is installed inside the steel casing encapsulating the battery pack to heat it; the power source for heating the battery pack is the lead-acid battery.

[0100] When starting up in a low-temperature environment, the lead-acid battery pack is connected to a heating load for heating the battery by a switch, which rapidly raises the temperature of the lithium battery, activates the internal materials, restores its discharge and energy storage performance, and improves the overall low-temperature adaptability of the battery.

[0101] The heating load used to heat the battery and the heating load in the thermal lock can be set as one or two separate units. The melting temperature of the thermal lock is much higher than the normal operating temperature of the battery pack after heating. When the vehicle system detects abnormal battery temperature rise, it powers on the heating load to cause the thermal lock to melt as quickly as possible, allowing the abnormal battery to detach from its steel armor box.

[0102] The battery terminals use a contact-plate contact type, and the battery pack is encased in a steel armor, which confines the battery in a relatively fixed position, ensuring a stable connection between the battery terminals and the power network bus. When the battery detaches from the vehicle body, the contact plates of the battery terminals simultaneously disconnect from the power network, which is more convenient for detachment compared to connectors with locking mechanisms.

[0103] Lead-acid batteries are preferred for connecting electromagnetic locks. Compared to lithium batteries, lead-acid batteries are more resistant to low temperatures and impacts, and lithium batteries have a higher probability of spontaneous combustion. When a switch is required to connect the battery pack to the electromagnetic lock, lead-acid batteries are the preferred choice.

[0104] Typically, the lock of the battery pack containing this battery pack is encased in steel armor and is powered by an adjacent or other battery pack.

[0105] In this embodiment, the load includes: a first load and a second load;

[0106] The first load includes loads classified based on vehicle driving, with terminals concentrated in a fuse box;

[0107] The second load includes loads classified based on non-vehicle driving-related loads, with terminals concentrated in another fuse box;

[0108] The switching control controls the power consumption of the loads in the power supply network, depending on whether the vehicle is in motion or not.

[0109] Specifically, in one embodiment, vehicle instrument loads and motor drive loads are designated as the first loads, with their wiring terminals concentrated in one fuse box for centralized control of power supply. Personnel service loads and vehicle rescue loads have their wiring terminals concentrated in another fuse box for centralized control of power supply.

[0110] Depending on whether the vehicle is in motion or not, the switch controls the power network to prioritize power supply from the fuse box to loads such as vehicle instrument clusters and motor drives, or to loads such as personnel service and vehicle rescue.

[0111] In this embodiment, the load includes: a first battery pack and a second battery pack;

[0112] The first battery pack includes battery pack classifications based on vehicle driving, and the second load includes battery pack classifications based on non-vehicle driving. The battery packs in the switch-controlled power network provide the electrical energy consumed by the current load individually or collectively.

[0113] Specifically, in one embodiment, the battery packs are classified either based on vehicle-driving-related factors or non-vehicle-driving-related factors. When range anxiety occurs, the battery packs in the switch-controlled power network collectively provide the energy consumed by the current first load, sacrificing the ability of the second battery pack to power the rescue equipment. When there is no range anxiety, the first battery pack in the switch-controlled power network provides the energy consumed by the current first load alone. When a rescue scenario occurs, the battery packs in the switch-controlled power network collectively provide the energy consumed by the current second load, sacrificing the long-range driving capability of the first battery pack. After the rescue scenario ends, the second battery pack in the switch-controlled power network provides the energy consumed by the current second load alone, preserving the first battery pack's ability to drive the vehicle.

[0114] Figure 1 This is a flowchart of a vehicle power network control method provided by one or more embodiments of the present invention.

[0115] like Figure 1 The vehicle power network control method shown is based on a vehicle power network system and includes:

[0116] Step S1: Obtain vehicle temperature information;

[0117] Vehicle temperature information includes information about the vehicle's ambient temperature;

[0118] Step S2: Determine whether the vehicle ambient temperature is lower than the preset low temperature threshold.

[0119] Step S3: If the vehicle ambient temperature is lower than the preset low temperature threshold, determine whether the vehicle is in the initial startup phase.

[0120] Step S4: If the vehicle is in the initial startup phase, the control switch controls the lead-acid battery pack in the power network to conduct the heating load inside the battery pack's encapsulation steel armor used to heat the battery.

[0121] Specifically, in one embodiment, the energy loss of the battery is most severe during the vehicle start-up phase in low-temperature environments. First, a control switch controls the lead-acid battery pack in the power network to activate the heating load within the battery pack's encapsulation steel casing for heating the battery. As the battery pack temperature rises, the activation level increases, and the discharge capacity also increases. During battery heating, the encapsulation steel casing containing the lithium battery is heated first. Once the lithium battery temperature rises to a preset temperature threshold level, the encapsulation steel casing containing the lead-acid battery is then heated.

[0122] Based on the vehicle's latitude and geographical location, or the season, the power network is controlled to prioritize the charging sequence of the battery pack. For example, in high-latitude regions and / or during winter, lead-acid batteries are charged first in preparation for low-temperature starting.

[0123] Of course, the choice of lead-acid and lithium batteries in this embodiment is based on the different and complementary characteristics of the two types of batteries. However, technological advancements cannot preclude the possibility of replacing lead-acid batteries with batteries that are more resistant to harsh environments. Lead-acid batteries, which are more susceptible to environmental influences than lithium batteries, are supplemented by lead-acid batteries to help them adapt to the environment and reduce issues such as combustion risk and energy storage degradation.

[0124] In this embodiment, it also includes:

[0125] Vehicle temperature information also includes information on the temperature inside the vehicle battery pack's encapsulation steel armor.

[0126] Determine whether the temperature inside the steel armor of the vehicle battery pack is higher than the preset medium temperature threshold and lower than the preset high temperature threshold.

[0127] If the temperature is higher than the preset medium temperature threshold but lower than the preset high temperature threshold, the control switch will disconnect the lead-acid battery pack from the power network and the heating load inside the battery pack's encapsulation steel armor used to heat the battery.

[0128] Specifically, in one embodiment, the battery has the characteristic of generating coulombic heat. When the temperature of the lithium battery and / or lead-acid battery rises to a suitable level, it can maintain a relatively normal operating temperature by utilizing its own coulombic heat. If it is determined that the temperature inside the vehicle battery pack enclosure is higher than a preset medium-temperature threshold but lower than a preset high-temperature threshold, a control switch will control the power network to disconnect the heating load inside the battery pack enclosure used to heat the battery from the lead-acid battery pack.

[0129] In this embodiment, it also includes:

[0130] Determine whether the temperature inside the steel casing of the vehicle battery pack is higher than a preset high temperature threshold.

[0131] If the temperature exceeds the preset high temperature threshold, the control switch controls the power network to activate the lead-acid battery pack and the electromagnetic lock on the battery pack's encapsulation steel armor.

[0132] Powered by the electromagnetic lock, the battery pack's encapsulated steel armor pops open.

[0133] Specifically, in one embodiment, the battery pack experiences an abnormal temperature rise that exceeds the limits of normal heat dissipation. A temperature sensor is installed near the battery, and the vehicle's infotainment system determines the degree of abnormality based on the coupled electrical signal curve. The infotainment system then controls a switch to activate the lead-acid battery pack's power network, activating an electromagnetic lock on the battery pack's encapsulation steel armor to detach the abnormally heated battery from the vehicle.

[0134] The battery pack is encased in a steel armor on the outside of the vehicle, and the battery falls out from inside the battery pack encasing steel armor.

[0135] A spring is installed at the hinge of the cover of the battery pack enclosure steel armor. When the locking pin of the electromagnetic lock retracts between the energy storage cover and the box, the cover of the battery pack enclosure steel armor pops open.

[0136] In this embodiment, it also includes:

[0137] Determine whether the temperature inside the vehicle battery pack's encapsulated steel armor exceeds a preset high-temperature threshold by more than a preset time threshold.

[0138] If the time exceeds the preset time threshold, the control switch controls the lead-acid battery or / and lithium battery pack in the power network to activate the thermal lock on the battery pack encapsulation steel armor where the temperature inside the corresponding battery pack is higher than the preset high temperature threshold and exceeds the preset time threshold.

[0139] Specifically, in one embodiment, if the battery pack encapsulation steel armor deforms due to a collision, or if the power line between the electromagnetic lock and the lead-acid battery breaks, the vehicle's control switch controls the power network to activate the lead-acid battery pack, thus activating the electromagnetic lock on the battery pack encapsulation steel armor. The locking pin of the electromagnetic lock cannot retract. As time progresses, the vehicle's system continuously receives abnormal temperature rise signals.

[0140] To rapidly melt the thermal lock with high current and reduce fire risk, in addition to lead-acid battery packs, the thermal lock on the battery pack casing of lithium batteries is connected to a system where the temperature inside the casing exceeds a preset high-temperature threshold and a preset time threshold. The thermal lock contains an electric heating device; when energized, the device melts the thermal lock, opening the casing and allowing the battery pack to detach.

[0141] The electromagnetic lock of the battery pack's encapsulated steel armor is powered by other battery packs. When the battery pack experiences an abnormal temperature rise, the connection to the battery pack's electrode posts is quickly cut off, while the power supply to the electromagnetic lock is simultaneously turned on.

[0142] The lead-acid battery pack is used first for heating the thermal fuse, but other lithium batteries are used to supplement it to prevent insufficient energy storage of the lead-acid batteries.

[0143] The material that constitutes the fusible interlock can be a low-melting-point material such as lead alloy. After the fusible interlock fails to be heated, the heat generated by the combustion of the battery melts the fusible interlock.

[0144] Unlike traditional battery packs placed as a single unit under the vehicle, this design encapsulates the battery packs in a steel armor around the vehicle's side skirt. This not only disperses the individual battery packs but also prevents them from falling under the vehicle and allowing flames to continue heating the underside, thus obstructing the view during firefighting. The side skirt, being away from the vehicle's core, provides an exposed position that is advantageous for firefighting observation.

[0145] In this embodiment, it also includes:

[0146] Obtain vehicle operating condition scenario information;

[0147] Vehicle operating condition scenario information includes operating conditions when the vehicle is in motion and operating conditions when the vehicle is not in motion.

[0148] Based on the vehicle's operating conditions, obtain information on the vehicle's load power demand and the corresponding battery power supply capacity.

[0149] Based on the vehicle load's power demand information and the corresponding battery power supply capacity information, the control switch controls the power network to allocate the first battery pack and the second battery pack individually or jointly to provide the power consumed by the current load.

[0150] Specifically, such as Figure 4 As shown, in one specific embodiment, the vehicle power network system includes: a battery pack, a load, and a switch;

[0151] Multiple battery packs are installed and distributed in preset locations on the vehicle body;

[0152] Loads are classified in several ways, including based on vehicle operation relevance and power consumption.

[0153] The switch connects the battery pack and the load via wires, forming a power network;

[0154] Based on the vehicle operation relevance and power consumption of the load, the switch controls one or more battery packs to drive one or more loads in the load category in a distributed or centralized manner.

[0155] In one embodiment, the batteries are divided into multiple groups and distributed across various locations on the vehicle body. This distributed battery configuration limits the battery size to a relatively reasonable level, thus reducing the manufacturing complexity of the steel armor. The battery groups are interconnected via wires to form a power network. Overcurrent and thermal protection are installed at the battery group terminals. If a battery experiences an impact causing overcurrent or overheating during discharge, the overcurrent and thermal protection mechanisms will trigger the disconnection of that battery group. The steel armor has a fusible lead seal; as the battery heats up, the seal detaches, the steel armor opens, and the abnormally overheated battery is removed from the vehicle body.

[0156] In one embodiment, vehicle loads are categorized. For example, based on their relevance to vehicle operation, essential system loads such as motors and vehicle infotainment systems are classified as first loads or load combinations, while system loads less related to vehicle operation, such as air conditioning and massage systems, are classified as second loads or load combinations. Alternatively, based on power consumption, high-power motor-type load systems are classified as first loads or load combinations, while control chip-type load systems are classified as second loads or load combinations. In the power network, the categorized loads are connected to battery packs in different locations via wires.

[0157] In one embodiment, when the vehicle is in operation, the battery pack prioritizes powering the vehicle's infotainment system and motors. When the vehicle is stationary, based on the preset functions for the stationary state, the battery pack no longer prioritizes powering the motors (wheel motors) and the vehicle's infotainment system. For example, if the vehicle is equipped with a winch and is towed by the winch, and due to poor road conditions, the motor cannot generate the required torque, a conservative torque control approach is adopted, prioritizing power to the winch.

[0158] In this embodiment, the battery pack includes: a first battery pack, a second battery pack, and a third battery pack;

[0159] Based on heat dissipation, collision protection, and personnel escape, the batteries are distributed within the prefabricated steel armor of the vehicle body;

[0160] Based on the vehicle's overall power supply capacity and preset driving range, the capacities of the first battery pack, the second battery pack, and the third battery pack are set.

[0161] The capacity of the first battery pack is set according to the preset driving range;

[0162] The capacities of the second and third battery packs are set according to the overall vehicle power supply capacity.

[0163] In one embodiment, a switch controls one or more battery packs to supply power to a designated load, ensuring operation under current conditions and achieving a preset goal. For example, the first battery pack is the main battery pack, used for vehicle operation. The second and third battery packs are auxiliary battery packs, used to power onboard electrical appliances, such as a car refrigerator. When increased driving range is needed, the first, second, and third battery packs are all connected to power the motor (wheel motor). When there is no range anxiety, the second and third battery packs continue to power the onboard electrical appliances. When the vehicle needs to be rescued by life support equipment, the first, second, and third battery packs are all connected to the life support equipment, and the connection to onboard electrical appliances and the motor is suspended.

[0164] In one embodiment, prefabricated steel armor can be distributed throughout the vehicle. The battery placement is chosen based on protection requirements such as heat dissipation, collision protection, and occupant escape. For example, batteries are not placed directly beneath occupants to prevent heat convection from igniting the entire vehicle after battery combustion. Multiple battery packs can be arranged around the chassis, away from flammable materials on the vehicle. Localized fires at specific battery pack locations facilitate rapid fire extinguishing and slow fire spread, while the greater distance between batteries prevents all batteries from participating in discharge and combustion. Furthermore, since multiple battery packs are located on the same power network, the battery packs utilize different materials, such as a mixture of liquid and solid-state batteries. They are connected to charging modules individually or in combination via switches. They are also connected to the load individually or collectively via switches.

[0165] In this embodiment, the loads include: vehicle instrument loads, motor drive loads, personnel service loads, and vehicle rescue loads;

[0166] The capacity of the first battery pack is set according to the preset driving mileage, which includes setting the driving mileage based on the power consumption data of the vehicle instrument load and the motor drive load, and setting the capacity of the first battery pack according to the preset driving mileage.

[0167] The capacity of the second and third battery packs is set according to the overall vehicle power supply capacity, including the maximum current consumed by the vehicle instrument load, motor drive load and personnel service load at the same time and the preset continuous working time data, or / and the maximum current consumed by the vehicle instrument load, personnel service load and vehicle rescue load at the same time and the preset continuous working time data, and the capacity of the second and third battery packs is set individually or jointly.

[0168] In one embodiment, the loads on the vehicle are categorized into four types: vehicle instrument loads, motor drive loads, personnel service loads, and vehicle rescue loads. Among these, vehicle instrument loads and motor drive loads are the basic loads of the vehicle, used to drive and control the vehicle's movement.

[0169] Personnel service loads, such as vehicle air conditioners and refrigerators, are unrelated to vehicle movement. Vehicle rescue loads, such as winches and life support equipment, are also included. Multiple battery packs can power one or more loads individually or jointly via a switch. The first battery pack acts as the main battery pack, its primary task being to drive the vehicle. The second and third battery packs serve as auxiliary battery packs, powering non-movement-related loads. When the vehicle experiences travel anxiety, the switch powers all battery packs to loads such as the vehicle's instrument panel and motor drives. When rescue is needed, all battery packs power both personnel service loads and vehicle rescue loads.

[0170] In one embodiment, since the vehicle needs to continuously discharge while in motion, the first battery pack is selected with capacity parameters as the primary reference. However, life support equipment may have special requirements for starting current and preset rescue duration. The second and third battery packs prioritize the maximum current consumed simultaneously by personnel service loads and vehicle rescue loads, as well as preset continuous operating time data, especially for vehicle rescue loads.

[0171] In this embodiment, the switch includes: a first switch, a second switch, and a third switch;

[0172] The second switch is used to control the power supply connection between personnel service loads and vehicle rescue loads and the second and third battery packs.

[0173] The first switch is used to control the power supply connection between the vehicle instrument load and the motor drive load and the first battery pack.

[0174] The third switch is used to control the loads of the vehicle instrument, motor drive, personnel service and vehicle rescue, which together form the vehicle's load and the first, second and third battery packs, which together form the vehicle's battery, and to connect them for power supply.

[0175] Among them, based on the preset vehicle operating conditions, the state of the first switch and / or the second switch and / or the third switch is controlled to be turned on or off.

[0176] In one embodiment, the first battery pack is used as the main battery pack, and the second and third battery packs are used as auxiliary battery packs, respectively assigned to prioritize vehicle driving and vehicle rescue tasks. A first switch controls the power supply connection between the vehicle's instrument cluster and motor drive loads and the first battery pack; a second switch controls the power supply connection between personnel service loads and vehicle rescue loads and the second and third battery packs; a third switch connects the first, second, and third battery packs to form the vehicle's battery system, optimizing performance for either driving or rescue operations according to the current power consumption conditions.

[0177] In this embodiment, the switch connects the battery pack and the load via wires, forming a power network including:

[0178] First conductor, second conductor, third conductor, fourth conductor, fifth conductor, sixth conductor, ninth conductor, and tenth conductor;

[0179] The first wire connects the positive terminal of the first battery pack to the terminal of the first switch A at both ends.

[0180] The two ends of the second wire are connected to the positive terminal of the second battery pack and the terminal of the second switch A;

[0181] The two ends of the third wire are connected to the positive terminal of the third battery pack and the terminal of the second switch A;

[0182] The fourth wire connects to the terminals of the second switch A and the third switch A at both ends;

[0183] The ninth wire is connected at both ends to the terminal of the third switch B and the terminal of the first switch A.

[0184] The fifth wire connects the first switch B terminal and the positive terminal of the vehicle instrument load at both ends;

[0185] The six conductor is connected at both ends to the B terminal of the second switch and the positive terminals of the personnel service load and the vehicle rescue load;

[0186] The tenth wire serves as the common ground terminal, connecting the negative terminal of the battery pack to the negative terminal of the load.

[0187] In this embodiment, the switch connects the battery pack and the load via wires, and the power network also includes a seventh wire and an eighth wire.

[0188] The seventh wire connects to the positive terminals of the vehicle instrument load and the positive terminals of the motor drive load at both ends;

[0189] The eighth wire connects to the positive terminals of the vehicle instrument load and the positive terminals of the motor drive load at both ends;

[0190] The eighth wire connects the positive terminals of the personnel service load and the positive terminals of the vehicle rescue load at both ends;

[0191] Among them, motor-driven loads include generator modules and starter modules;

[0192] The seventh and eighth wires connect to the positive terminals of motor-driven loads, including the positive terminals of the generator module and the starter module, respectively.

[0193] In one embodiment, the load and battery pack are electrically connected in the power network via wires, and the connection between the load and the battery pack is controlled by a switch. The motor-driven loads include a generator module and a starter module. In a hybrid vehicle, when the internal combustion engine starts, the starter, as the primary motor-driven load, consumes power from the battery pack. Typically, a large instantaneous current is required during startup, which can be supplied by the entire battery pack to the starter via a switch. Once the internal combustion engine has started, the generator, as a special load for the internal combustion engine, has the ability to transform into a power source, charging the battery pack. Through the conduction of the switch, power is either consumed from the battery pack or used to charge the battery pack within the same power network.

[0194] In one specific embodiment, such as Figure 5 As shown, the vehicle power network control method includes:

[0195] Obtain vehicle operating condition scenario information;

[0196] Vehicle operating condition scenario information includes operating conditions when the vehicle is moving and operating conditions when the vehicle is stationary.

[0197] Based on the vehicle's operating conditions, obtain information on the vehicle's load power demand and the corresponding battery power supply capacity.

[0198] Based on the vehicle load's power demand information and the battery's power supply capacity corresponding to the vehicle load's power demand, control the on or off state of the first switch and / or the second switch and / or the third switch.

[0199] In one embodiment, the loads activated and the power requirements differ depending on whether the vehicle is in motion or stationary. The vehicle's infotainment system can act as a central processing unit, controlling the on / off states of the first, second, and / or third switches according to the battery pack's power supply capacity and the current operating conditions. The first, second, and third switches can be thyristors or relays.

[0200] In this embodiment, controlling the on / off state of the first switch and / or the second switch and / or the third switch based on the vehicle load's power demand information and the corresponding battery power supply capacity information includes:

[0201] If the vehicle is currently in a driving state, the first switch is turned on and it is determined whether the current power supply of the first battery pack to the vehicle instrument load and motor drive load can meet the driving mileage based on the navigation preset driving plan.

[0202] If not, the third switch is turned on and it is determined whether the current first battery pack powering the vehicle instrument load and motor drive load can meet the driving mileage based on the navigation preset driving plan.

[0203] If the condition is not met, then the second switch will be turned off.

[0204] In one embodiment, a navigation route is planned according to a preset navigation device, and the battery level of the first battery pack is determined based on the navigation route. However, if traffic congestion occurs, the first battery pack's power is prematurely depleted. The vehicle's infotainment system determines that the first battery pack's power supply to the instrument cluster and motor drive loads is insufficient to meet the mileage required by the preset navigation plan. Therefore, it activates a third switch to provide power through the second and third battery packs. If this still fails to meet the driving needs, the second switch disconnects the personnel service loads and vehicle rescue loads connected to the second and third battery packs to ensure the continued operation of the instrument cluster and motor drive loads as much as possible.

[0205] In one embodiment, two unidirectional thyristors are provided at the third switch. By controlling the thyristors, the direction of the current is controlled to prevent reverse current flow caused by the voltage difference between the main battery pack and the auxiliary battery pack.

[0206] In this embodiment, controlling the on / off state of the first switch and / or the second switch and / or the third switch based on the vehicle load's power demand information and the battery power supply capacity corresponding to the vehicle load's power demand further includes:

[0207] If the vehicle is currently in a stopped working condition, the second switch is turned on and it is determined whether the personnel service load and vehicle rescue load powered by the second and third battery packs can meet the personnel service function and vehicle rescue function based on the preset rescue strategy.

[0208] If not, the third switch is turned on and it is determined whether the personnel service load and vehicle rescue load powered by the second and third battery packs can meet the personnel service function and vehicle rescue function based on the preset rescue strategy.

[0209] If the condition is not met, then the first switch will be turned off.

[0210] In one embodiment, when the vehicle is stationary, only the portion of the in-vehicle instrument cluster load related to the control switch operates, consuming very little current. However, the personnel service load and vehicle rescue load can operate regardless of the vehicle's movement. Vehicle rescue loads, in particular, typically only activate when the vehicle is stationary. Because vehicle rescue loads may experience high-current startup scenarios or prolonged operation, when the second and third battery packs are insufficient, a third switch can be activated to increase the supply current and charge capacity.

[0211] In one embodiment, if the vehicle rescue load has its own control system and the vehicle instrument load cannot participate in the rescue, then the first switch is turned off, and only the third switch guides the power of the first battery pack, so as to maintain the working time of the rescue equipment for a longer period of time.

[0212] In this embodiment, the operating scenario where the vehicle is currently in motion includes:

[0213] Based on the generator module being in power generation state, obtain the energy storage status information of the first battery pack, the second battery pack, and the third battery pack;

[0214] Determine whether the amount of electricity stored in the first battery pack is lower than the preset depletion threshold;

[0215] If the amount of electricity stored in the first battery pack is lower than the preset power depletion threshold, then the third switch is turned off and it is determined whether the amount of electricity stored in the second and third battery packs is lower than the preset power depletion threshold.

[0216] If the amount of electricity stored in the second and third battery packs is lower than the preset depletion threshold, the second switch is turned off and it is determined whether the amount of electricity stored in the first battery pack is higher than the preset full charge threshold.

[0217] If the value is higher, then the third switch will be turned on.

[0218] In one embodiment, the hybrid vehicle includes an internal combustion engine that drives a generator module to produce electricity, providing charging functionality. Prioritizing vehicle operation, the first battery pack is charged first. The third switch can be disconnected, allowing the first battery pack to exclusively receive charging from the generator.

[0219] If the stored energy in the second and third battery packs falls below a preset depletion threshold, the second switch is turned off to reduce energy consumption in these packs. When the stored energy in the first battery pack exceeds a preset full charge threshold (e.g., 80%), the third switch is turned on, and the generator simultaneously charges the first, second, and third battery packs. During the later stages of charging, the first battery pack gradually enters a trickle charging phase, resulting in decreased charging efficiency. By adding the second and third battery packs to the charging process, a higher overall energy storage efficiency is maintained.

[0220] In one embodiment, the first battery pack, due to its greater involvement in vehicle operation, experiences more frequent charging and discharging, resulting in faster aging. By monitoring and recording the aging rate of the first battery pack, a disposal plan is arranged. For example, the user is prompted to replace the first battery pack, and the second battery pack is installed in its place, or the wiring connecting the first battery pack to the second battery pack is switched on. The new battery pack is placed in the original position of the second battery pack, or the wiring connecting the second battery pack to the first battery pack is switched on. Following the principle that the second battery pack will be replaced by a third battery pack in the next cycle, thereby controlling the aging depth of the batteries to a similar level, the aging level of the scrapped batteries is standardized.

[0221] In this embodiment, the operating scenario where the vehicle is currently stationary includes:

[0222] Based on the control of the second switch being turned on and the vehicle rescue load being in the start-up state, obtain the energy storage status information of the first battery pack, the second battery pack, and the third battery pack, as well as the current peak information of the vehicle rescue load being in the start-up state;

[0223] Based on the current energy storage status of the second and third battery packs and the preset peak current limit threshold, determine whether the current vehicle rescue load can work at full load;

[0224] If not, the third switch is turned on and the vehicle rescue load is determined to be able to work at full load based on the current energy storage status of the first, second and third battery packs and the preset current peak limit threshold.

[0225] If the conditions are not met, the first switch will be turned on and the generator module will be started.

[0226] Specifically, in one embodiment, when the vehicle rescue load is in the start-up state, in order to provide sufficient peak current, the first battery pack and generator are gradually added to power the vehicle rescue load.

[0227] In this embodiment, it also includes:

[0228] Based on the engine's status when the vehicle is started or stopped, control the first and third switches to be turned on, and the second switch to be turned off;

[0229] Once the vehicle's engine has started, the second control switch is activated.

[0230] In one embodiment, since the generator needs to be integrated into the power supply for vehicle rescue loads, the internal combustion engine is started first. Once the internal combustion engine is running, the generator can generate electricity. However, before starting the engine, the internal combustion engine needs to be started via an electric motor. Assuming the battery pack is heavily depleted, the first and third switches are turned on, while the second switch is turned off, disconnecting the unused load and allowing the three battery packs to provide power to ensure a successful start to the internal combustion engine. This increases the probability of successful engine start even when the battery packs are relatively low on power. After the engine has started, the second switch is turned on again, allowing the vehicle rescue load to be started and continue operating normally.

[0231] Figure 2 This is a structural diagram of a vehicle power network control device provided in one or more embodiments of the present invention.

[0232] like Figure 2 The vehicle power network control device shown is based on a vehicle power network control method and includes: a temperature module and a judgment module.

[0233] Temperature module, used to acquire vehicle temperature information;

[0234] Vehicle temperature information includes information about the vehicle's ambient temperature;

[0235] The judgment module is used to determine whether the vehicle's ambient temperature is lower than a preset low temperature threshold.

[0236] If the ambient temperature of the vehicle is lower than the preset low temperature threshold, then determine whether the vehicle is in the initial stage of startup.

[0237] If the vehicle is in the initial startup phase, the control switch controls the lead-acid battery pack in the power network to conduct the heating load inside the battery pack's encapsulation steel armor used to heat the battery.

[0238] It is worth noting that although this system only discloses the temperature module and the judgment module, it does not mean that this device is limited to the above-mentioned basic functional modules. On the contrary, what this invention is meant to express is that, based on the above-mentioned basic functional modules, those skilled in the art can add one or more functional modules in combination with the prior art to form an infinite number of embodiments or technical solutions. That is to say, this system is open rather than closed. It cannot be assumed that the scope of protection of the claims of this invention is limited to the above-disclosed basic functional modules just because this embodiment only discloses a few basic functional modules.

[0239] The above solution achieves the following beneficial technical effects:

[0240] This application reduces the difficulty of protecting the battery packs and the spread of disasters by distributing the battery packs in the vehicle, thus gaining more time for escape and rescue.

[0241] This application allows for the classification and processing of loads, and then connects different battery packs, enabling the battery packs to be configured based on load type, thus allowing multiple batteries to be used in the same vehicle.

[0242] This application controls the switch status through line nodes according to different vehicle operating conditions, so that the battery pack status can take into account the power demand of the vehicle under different operating conditions.

[0243] In one specific embodiment, battery packs are constructed using the technical characteristics of lead-acid and lithium batteries. Commonly used vehicle batteries include lead-acid and lithium batteries. Lead-acid batteries offer superior low-temperature performance, safety, and cost compared to lithium batteries; while lithium batteries excel in cycle life, depth of discharge, and charging performance. A comparative analysis of the main technical parameters of the two types of batteries is shown in the table below:

[0244]

[0245] Based on the comparative analysis of the technical parameters of the two types of batteries above, and considering the main application scenarios of the batteries, the type of battery used in the battery pack is selected. For example, battery pack 1 is mainly used as the vehicle's power source; therefore, it uses lithium batteries with long cycle life, large depth of discharge, and excellent charging performance. To address the issue of poor charge and discharge performance of lithium batteries at low temperatures, the vehicle employs a battery heating device. When using lithium batteries at low temperatures, the temperature inside the lithium battery's steel casing is increased by activating the battery heating device.

[0246] This improves the charging and discharging performance of lithium batteries. To address the weakness of lithium batteries being prone to catching fire or even exploding after impact, they are protected with steel armor to prevent severe impacts. For example, battery packs 2 and 3 primarily provide power to the vehicle's high-power electrical equipment and assist in starting the vehicle; therefore, they use lead-acid batteries, which offer good low-temperature performance, high safety, and cost-effectiveness. Thus, based on the vehicle's power supply purpose and load type, the multi-battery connection structure uses a parallel connection of lead-acid and lithium batteries. The remaining battery charge during use is monitored in real-time by battery charge sensors mounted on the battery terminals. Depending on the vehicle's operating conditions, the remaining battery charge is monitored and assessed using the battery charge sensors, controlling the on / off state of the first and / or second and / or third switches, and, if necessary, starting the alternator to charge the battery pack.

[0247] The health status of the battery during use is monitored by installing a battery health status sensor on the battery terminals. This sensor monitors parameters such as battery voltage, electrolyte density, electrolyte level, and battery discharge current. If necessary, the sensor will provide the user with a health status alert and recommend replacement.

[0248] Figure 6 This is a schematic diagram of a vehicle power network system architecture according to a specific embodiment of the present invention.

[0249] In one specific embodiment, such as Figure 6 The vehicle power network system architecture shown adopts a multi-battery parallel vehicle power network structure, mainly composed of battery pack 1, battery pack 2, battery pack 3, main power switch 1, main power switch 2, fuse box 1, fuse box 2, generator, electrical equipment, connecting wires, etc.

[0250] The positive terminals of battery packs 1, 2, and 3 are connected in parallel via wires 1, 2, 3, and 4. One end of wire 1 is connected to the positive terminal of battery pack 1, and the other end is connected to the input terminal of the main power switch 1. One end of wire 2 is connected to the positive terminal of battery pack 2, and the other end is connected to the input terminal of the main power switch 2. One end of wire 3 is connected to the positive terminal of battery pack 3, and the other end is also connected to the input terminal of the main power switch 2. One end of wire 4 is connected to the input terminal of the main power switch 1, and the other end is connected to the input terminal of the main power switch 2. All the negative terminals of battery packs 1, 2, and 3 are connected to the vehicle frame ground point via wires. Therefore, battery packs 1, 2, and 3 are connected in parallel to form a power network, providing power to commonly used electrical equipment in the vehicle, as well as high-power electrical equipment added or modified.

[0251] The other end of the main power switch 1 is connected to the input terminal of fuse box 1 via wire 5. Main power switch 1 controls the connection or disconnection of power to commonly used electrical equipment in the vehicle's cab and chassis. The other end of the main power switch 2 is connected to the input terminal of fuse box 2 via wire 6. Main power switch 2 controls the connection or disconnection of power to high-power electrical equipment such as air conditioners, heaters, electric winches, and hydraulic tailgates that have been added or modified to the vehicle. If commonly used electrical equipment in the vehicle's cab and chassis needs to operate, or if such equipment malfunctions, only main power switch 1 needs to be connected or disconnected. If high-power electrical equipment added or modified to the vehicle needs to operate, or if such equipment malfunctions, only main power switch 2 needs to be connected or disconnected. The commonly used electrical equipment and the added or modified electrical equipment are independently controlled by main power switch 1 and main power switch 2, respectively, providing flexible, convenient, and simple operation.

[0252] Fuse box 1 provides power distribution and protection measures for commonly used electrical equipment in the vehicle cab and chassis; fuse box 2 provides power distribution and protection measures for high-power electrical equipment such as air conditioners, heaters, electric winches, and hydraulic tailgates that are added or modified to the vehicle.

[0253] The input terminal of fuse box 1 is connected to the positive terminal of the starter motor via wire 7. During the starting process, the starter motor is controlled by the starter switch signal. Battery pack 1, battery pack 2, and battery pack 3 simultaneously provide power to the starter motor to start the engine, improving the engine's cold start capability and starting success rate. The input terminal of fuse box 1 is connected to the positive terminal of the generator via wire 8. When the vehicle engine is running, the generator generates electricity and charges battery pack 1, battery pack 2, and battery pack 3 simultaneously via wire 8, wire 5, main power switch 1, wire 1, wire 4, wire 2, and wire 3.

[0254] Disconnect wire 4 between main power switch 1 and main power switch 2 into two wires, namely wire 4 and wire 9, and add main power switch 3 between wire 4 and wire 9. That is, one end of wire 9 is connected to the input terminal of main power switch 1, and the other end of wire 9 is connected to the input terminal of main power switch 3; one end of wire 4 is connected to the output terminal of main power switch 3, and the other end of wire 4 is connected to the input terminal of main power switch 2.

[0255] The purpose of adding a main power switch 3 between the wires 4 connecting main power switch 1 and main power switch 2 is to separate battery pack 1 from battery pack 2 and battery pack 3, allowing the two power systems to operate independently. A failure in one power system will not affect the normal operation of the other. When main power switch 3 is open, battery pack 1 only provides power to the vehicle's commonly used electrical equipment; battery packs 2 and 3 only provide power to high-current electrical equipment added or modified to the vehicle. If it is necessary to use the vehicle's alternator to charge battery packs 2 and 3, then main power switch 3 needs to be closed. If main power switch 3 is in the closed state...

[0256] Figure 7 This is a block diagram of an electronic device structure for a vehicle power network control method provided in one or more embodiments of the present invention.

[0257] like Figure 7 As shown, this application provides an electronic device, including: a processor, a communication interface, a memory, and a communication bus, wherein the processor, the communication interface, and the memory communicate with each other through the communication bus;

[0258] The memory stores a computer program that, when executed by a processor, causes the processor to perform the steps of a vehicle power network control method.

[0259] This application also provides a computer-readable storage medium storing a computer program executable by an electronic device, which, when run on the electronic device, causes the electronic device to perform the steps of a vehicle power network control method.

[0260] This application also provides a vehicle, including:

[0261] Electronic equipment for implementing a vehicle power network control method;

[0262] The processor runs a program, and when the program runs, it executes the steps of the vehicle power network control method based on data output from electronic devices.

[0263] A storage medium for storing a program that, when running, executes the steps of a vehicle power network control method based on data output from an electronic device.

[0264] The communication bus mentioned in the above electronic devices can be a Peripheral Component Interconnect (PCI) bus or an Extended Industry Standard Architecture (EISA) bus, etc. This communication bus can be divided into address bus, data bus, control bus, etc. For ease of illustration, only one thick line is used to represent it in the diagram, but this does not mean that there is only one bus or one type of bus.

[0265] The electronic device comprises a hardware layer, an operating system layer running on top of the hardware layer, and an application layer running on the operating system. The hardware layer includes hardware such as a central processing unit (CPU), a memory management unit (MMU), and memory. The operating system can be any one or more computer operating systems that control the electronic device through processes, such as Linux, Unix, Android, iOS, or Windows. Furthermore, in this embodiment of the invention, the electronic device can be a smartphone, tablet computer, or other handheld device, or a desktop computer, portable computer, or other electronic device; there is no particular limitation in this embodiment.

[0266] In this embodiment of the invention, the executing entity for electronic device control can be an electronic device itself, or a functional module within an electronic device capable of calling and executing a program. The electronic device can obtain the firmware corresponding to the storage medium. This firmware is provided by the supplier, and different storage media may have the same or different firmware; no limitation is made here. After obtaining the firmware corresponding to the storage medium, the electronic device can write this firmware into the storage medium; specifically, it burns the firmware corresponding to the storage medium into the storage medium. The process of burning the firmware into the storage medium can be implemented using existing technology, and will not be elaborated upon in this embodiment of the invention.

[0267] Electronic devices can also obtain reset commands corresponding to the storage media. The reset commands corresponding to the storage media are provided by the supplier. The reset commands corresponding to different storage media can be the same or different, and no restrictions are imposed here.

[0268] At this time, the storage medium of the electronic device is a storage medium on which the corresponding firmware has been written. The electronic device can respond to the reset command corresponding to the storage medium on which the corresponding firmware has been written, thereby resetting the storage medium on which the corresponding firmware has been written according to the reset command. The process of resetting the storage medium according to the reset command can be implemented by existing technology and will not be described in detail in this embodiment of the invention.

[0269] For ease of description, the above devices are described separately by function as various units and modules. Of course, in implementing this application, the functions of each unit and module can be implemented in one or more software and / or hardware.

[0270] It will be understood by those skilled in the art that, unless otherwise defined, all terms used herein (including technical and scientific terms) have the same meaning as commonly understood by one of ordinary skill in the art to which this invention pertains. It should also be understood that terms such as those defined in general dictionaries should be understood to have the meaning consistent with their meaning in the context of the prior art, and should not be interpreted in an idealized or overly formal sense unless specifically defined.

[0271] For the sake of simplicity, the method embodiments are described as a series of actions. However, those skilled in the art should understand that the embodiments of the present invention are not limited to the described order of actions, because according to the embodiments of the present invention, some steps can be performed in other orders or simultaneously. Furthermore, those skilled in the art should also understand that the embodiments described in the specification are preferred embodiments, and the actions involved are not necessarily essential to the embodiments of the present invention.

[0272] As can be seen from the above description of the embodiments, those skilled in the art can clearly understand that this application can be implemented by means of software plus necessary general-purpose hardware platforms. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product can be stored in a storage medium, such as ROM / RAM, magnetic disk, optical disk, etc., and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute the methods described in various embodiments or some parts of the embodiments of this application.

[0273] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and not to limit them; although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present invention.

Claims

1. A vehicle power network system, characterized in that, The vehicle power network system includes: battery pack, load, and switch; The load is distributed in multiple locations on the vehicle body; The loads are classified into several categories, including those based on vehicle operating status and power consumption. Multiple battery packs are provided and distributed in preset positions on the vehicle body, including those arranged around the vehicle skirt; The battery packs are classified in several ways, including classifying the batteries according to battery characteristics and application. Based on the load classification and the battery pack classification, the switch connects the battery packs and loads distributed throughout the vehicle body via wires to form a power network. The battery pack includes: The corresponding battery packs are distributed in preset positions on the vehicle body, and multiple battery packs are encapsulated in steel armor. The battery pack encapsulation steel armor includes a thermoplastic lock and an electromagnetic lock; The electromagnetic lock and the hot melt lock are used to control the opening of the battery pack encapsulation steel armor; The thermal lock and / or electromagnetic lock are powered by a battery pack containing lead-acid batteries. The electromagnetic lock of the battery pack's encapsulated steel armor is powered by other battery packs. When the battery pack heats up abnormally, the connection to the electrode post of the battery pack is simultaneously cut off, and the power supply to the electromagnetic lock is turned on. The battery pack also includes: According to the battery pack classification, set up battery packs for lithium batteries and battery packs for lead-acid batteries; The battery pack encapsulation steel armor corresponding to the lithium battery pack and the lead-acid battery pack is respectively equipped with a heating load for heating the battery. The control logic of the heating load is to first heat the battery pack encapsulation steel armor where the lithium battery is located, and then heat the battery pack encapsulation steel armor where the lead-acid battery is located after the lithium battery temperature reaches the preset temperature threshold. The power network includes a switch that controls the battery pack of lead-acid batteries to be connected to a heating load for heating the batteries. The power network also includes an electromagnetic lock that controls the lead-acid battery pack connection.

2. The vehicle power network system according to claim 1, characterized in that, The load includes: a first load and a second load; The first load includes the load classification based on vehicle driving, with terminals concentrated in a fuse box; The second load includes the load classification based on non-vehicle driving related components, with terminals concentrated in another fuse box; The switch controls the power consumption of the load in the power supply network according to whether the vehicle is in motion or not.

3. The vehicle power network system according to claim 2, characterized in that, The load includes: a first battery pack and a second battery pack; The first battery pack includes the battery pack classification based on vehicle driving, and the second load includes the battery pack classification based on non-vehicle driving, wherein the battery packs in the switch-controlled power network individually or collectively provide the electrical energy consumed by the current load.

4. A vehicle power network control method, characterized in that, Based on the vehicle power network system according to any one of claims 1 to 3, the vehicle power network control method includes: Obtain vehicle temperature information; The vehicle temperature information includes information about the vehicle's ambient temperature; Determine whether the vehicle's ambient temperature is below a preset low-temperature threshold; If the ambient temperature of the vehicle is lower than the preset low temperature threshold, then determine whether the vehicle is in the initial stage of startup. If the vehicle is in the initial startup phase, the switch controls the lead-acid battery pack in the power network to conduct electricity to the heating load inside the battery pack's encapsulation steel armor used for heating the battery.

5. The vehicle power network control method according to claim 4, characterized in that, Also includes: The vehicle temperature information also includes information on the temperature inside the steel casing of the vehicle battery pack. Determine whether the temperature inside the steel armor of the vehicle battery pack is higher than the preset medium temperature threshold and lower than the preset high temperature threshold. If the temperature is higher than the preset medium temperature threshold but lower than the preset high temperature threshold, the switch controls the lead-acid battery pack of the power network to disconnect the heating load inside the battery pack's encapsulation steel armor used for heating the battery.

6. The vehicle power network control method according to claim 5, characterized in that, Also includes: Determine whether the temperature inside the steel casing of the vehicle battery pack is higher than a preset high temperature threshold. If the temperature exceeds the preset high temperature threshold, the switch controls the lead-acid battery pack of the power supply network to conduct the electromagnetic lock on the battery pack's encapsulation steel armor. Powered by the electromagnetic lock, the battery pack's encapsulated steel armor springs open.

7. The vehicle power network control method according to claim 6, characterized in that, Also includes: Determine whether the temperature inside the vehicle battery pack's encapsulated steel armor exceeds a preset high-temperature threshold by more than a preset time threshold. If the temperature exceeds a preset time threshold, the switch controls the lead-acid battery or / and lithium battery pack in the power network to activate the thermal lock on the battery pack encapsulation steel armor where the temperature inside the corresponding battery pack is higher than a preset high temperature threshold and exceeds a preset time threshold.

8. The vehicle power network control method according to claim 7, characterized in that, Also includes: Obtain vehicle operating condition scenario information; The vehicle operating condition scenario information includes operating conditions when the vehicle is in motion and operating conditions when the vehicle is not in motion. Based on the vehicle operating conditions, obtain information on the power demand of the vehicle load and the battery power supply capacity corresponding to the power demand of the vehicle load. Based on the vehicle load's power demand information and the battery power supply capacity information corresponding to the vehicle load's power demand, the switch control power network is controlled to allocate the first battery pack and the second battery pack individually or jointly to provide the power consumed by the current load.

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