DCDC converter control method and device and vehicle control unit

Abstract

The invention discloses a DCDC converter control method and device and a whole vehicle control unit, and relates to the technical field of automobiles, and the disclosed DCDC converter control method comprises the steps that current operation information of a whole vehicle is obtained; adjusting the logic state of the enabling flag bit according to the current operation information; the operating state of the DCDC converter is controlled by allowing the logic state of the enable flag bit. The logic state of the enabling flag bit is adjusted through the current operation information of the whole vehicle, so that compared with the prior art, the operation state of the DCDC converter can be controlled by the current operation information, the correlation between the operation state of the DCDC converter and the current operation information is realized, the control precision of the DCDC converter is improved, and the user experience is improved. And the influence on the normal operation of the vehicle caused by unreasonable control of the DCDC converter is avoided.

Description

Technical Field

[0001] The present application relates to the field of automobile technology, and in particular to a DCDC converter control method, device and vehicle control unit. Background Art

[0002] DCDC (Direct Current to Direct Current) converter is one of the essential devices in automobiles, especially hybrid vehicles. Its main function is to convert high-voltage direct current into low-voltage direct current suitable for use by other electronic devices.

[0003] At present, the existing control method of DCDC converter only relies on simple on / off control. However, during the operation of the vehicle, the operation information of the whole vehicle will change at any time. There will be a situation where the DCDC converter is started when the whole vehicle does not support the start of the DCDC converter, or the whole vehicle supports the start of the DCDC converter, but the DCDC converter is not started. Therefore, the existing control method is not associated with the operation information of the whole vehicle, and the control accuracy is low. Once the control of the DCDC converter is unreasonable, such as not starting or shutting down normally, it will affect the normal operation of the vehicle.

[0004] The above contents are only used to assist in understanding the technical solution of the present application and do not constitute an admission that the above contents are prior art. Summary of the invention

[0005] The main purpose of the present application is to provide a flow DCDC converter control method, device and vehicle control unit, aiming to solve the technical problem that the control accuracy of the prior art is low and once the control of the DCDC converter is unreasonable, it will affect the normal operation of the vehicle.

[0006] To achieve the above object, the present application provides a DCDC converter control method, the method comprising:

[0007] Get the current operation information of the vehicle;

[0008] Adjusting the logic state of the enable flag bit according to the current operation information;

[0009] The operation state of the DCDC converter is controlled by the logic state of the enable flag.

[0010] In one embodiment, the step of adjusting the logic state of the enable flag bit according to the current operation information includes:

[0011] Determine the current DCDC mode, the current vehicle state and the current BMS high-voltage relay state according to the current operation information;

[0012] Adjusting the logic state of the basic enable flag bit according to the current DCDC mode, the current vehicle state and the current BMS high-voltage relay state;

[0013] The logic state of the enable flag bit is adjusted according to the logic state of the enable basic flag bit.

[0014] In one embodiment, the enabling basic flag bit includes enabling a first basic flag bit, enabling a second basic flag bit, and enabling a third basic flag bit, and the step of adjusting the logic state of the enabling basic flag bit according to the current DCDC mode, the current vehicle state, and the current BMS high-voltage relay state includes:

[0015] When the current DCDC mode is in a preset mode, adjusting the enabling first basic flag bit to a set state;

[0016] When the current vehicle state is a charging state, adjusting the second basic flag bit of enabling to a set state;

[0017] When the current vehicle state is a non-charging state and the difference between the current maximum allowable discharge power of the battery and the power of the vehicle accessories reaches a preset power calibration value, the second basic flag bit of the enablement is adjusted to a set state;

[0018] When the current BMS high-voltage relay state is the energized state, the enabling third basic flag bit is adjusted to the set state.

[0019] In one embodiment, the step of adjusting the logic state of the enable flag bit according to the logic state of the enable basic flag bit includes:

[0020] When the current vehicle state is the charging state, detecting the type of plug connected;

[0021] When the plug gun type is a slow charging plug gun, if the slow charging plug gun is in a keep warm state, and the first basic flag bit of enabling and the second basic flag bit of enabling are both in a set state, the first flag bit of enabling is adjusted to a set state;

[0022] When the plug type is a fast charging plug, if the fast charging plug is in a keep warm state, and the first basic flag bit of enabling and the second basic flag bit of enabling are both in a set state, the second basic flag bit of enabling is adjusted to a set state;

[0023] When the first basic flag bit of enabling is allowed, the second basic flag bit of enabling is allowed, and the third basic flag bit of enabling is allowed are all in a set state, adjusting the third basic flag bit of enabling is allowed to be in a set state;

[0024] When at least one of the first enable flag, the second enable flag, and the third enable flag is in a set state, the enable flag is adjusted to a set state.

[0025] In one embodiment, the step of controlling the operating state of the DCDC converter by the logic state of the enable flag bit includes:

[0026] Adjusting the logic state of the enable-not-allowed flag bit according to the current operation information;

[0027] Determine whether the logic state of the not-allowed-to-enable flag is a set state;

[0028] If yes, the enable flag is adjusted to a reset state to stop the DCDC converter from running;

[0029] If not, when the logic state of the enable flag bit is set, the enable flag bit is adjusted to the set state;

[0030] When the enable flag is in a set state, an enable signal is output to the DCDC converter to enable the DCDC converter to operate.

[0031] In one embodiment, the step of adjusting the logic state of the enable-not-allowed flag bit according to the current operation information includes:

[0032] Determine the current engine water temperature, the current battery power, and the current maximum allowable discharge power of the battery according to the current operating information;

[0033] Adjusting the logic state of the basic flag bit that is not allowed to be enabled according to the current engine water temperature, the current battery power, and the current maximum allowable battery discharge power;

[0034] The logic state of the not-enable flag bit is adjusted according to the logic state of the not-enable basic flag bit.

[0035] In one embodiment, the not-allowed-to-enable basic flag bit includes: not-allowed-to-enable the first basic flag bit, not-allowed-to-enable the second basic flag bit, and not-allowed-to-enable the third basic flag bit, and the step of adjusting the logical state of the not-allowed-to-enable basic flag bit according to the current engine water temperature, the current battery power, and the current maximum allowable battery discharge power includes:

[0036] When the current engine water temperature is lower than the preset water temperature calibration value, adjusting the first basic flag bit that does not allow enabling to be set to a set state;

[0037] When the current battery power is lower than the preset power calibration value, adjusting the second basic flag bit not allowing to be enabled to a set state;

[0038] When the current maximum allowable discharge power of the battery is lower than the output value corresponding to the current engine water temperature, the third basic flag bit that is not allowed to be enabled is adjusted to a set state.

[0039] In one embodiment, the step of adjusting the logic state of the not-enable flag bit according to the logic state of the not-enable basic flag bit includes:

[0040] When the current engine state is the preset start state, if at least one of the first basic flag bit not allowed to be enabled, the second basic flag bit not allowed to be enabled, and the third basic flag bit not allowed to be enabled is in a set state, the first flag bit not allowed to be enabled is adjusted to a set state;

[0041] When the current DCDC mode is in the preset working mode, if the current DCDC temperature, the current DCDC output voltage or the current DCDC output current meets the corresponding preset conditions, the second flag bit is not allowed to be adjusted to the set state;

[0042] When the communication loss flag of the DCDC converter is in the set state, or the fault flag of the DCDC temperature sensor is in the set state, the third flag is not allowed to be adjusted to the set state;

[0043] When at least one of the first enable not allowed flag bit, the second enable not allowed flag bit, and the third enable not allowed flag bit is in a set state, the enable not allowed flag bit is adjusted to a set state.

[0044] In addition, to achieve the above-mentioned purpose, the present application also proposes a DCDC converter control device, the device comprising:

[0045] The vehicle operation detection module is used to obtain the current operation information of the vehicle;

[0046] A logic state adjustment module, used for adjusting the logic state of the enable flag bit according to the current operation information;

[0047] The DCDC control module is used to control the operating state of the DCDC converter through the logic state of the enable flag bit.

[0048] In addition, to achieve the above-mentioned objectives, the present application also proposes a vehicle control unit, which includes: a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the computer program is configured to implement the steps of the DCDC converter control method described above.

[0049] One or more technical solutions proposed in this application have at least the following technical effects:

[0050] The present application obtains the current operation information of the whole vehicle; adjusts the logic state of the enable flag according to the current operation information; and controls the operation state of the DCDC converter by the logic state of the enable flag. Since the present application adjusts the logic state of the enable flag by the current operation information of the whole vehicle, compared with the prior art which only relies on simple on / off control, the present application can make the operation state of the DCDC converter controlled by the current operation information, realizes the association between the operation state of the DCDC and the current operation information, makes the control of the DCDC converter more reasonable, effectively improves the control accuracy of the DCDC converter, and avoids the unreasonable control of the DCDC converter causing the impact on the normal operation of the vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0051] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the present application and, together with the description, serve to explain the principles of the present application.

[0052] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, for ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0053] Figure 1 This is a flow chart of a first embodiment of a DCDC converter control method of the present application;

[0054] Figure 2 This is a flow chart of a second embodiment of a DCDC converter control method of the present application;

[0055] Figure 3 This is a flow chart of a third embodiment of a DCDC converter control method of the present application;

[0056] Figure 4 This is a schematic diagram of the overall control logic of the enable flag bit in the third embodiment of the DCDC converter control method of the present application;

[0057] Figure 5 This is a schematic diagram of the module structure of the DCDC converter control device of the present application;

[0058] Figure 6 This is a schematic diagram of the equipment structure of the hardware operating environment involved in the vehicle control unit in the embodiment of the present application.

[0059] The realization of the purpose, functional features and advantages of this application will be further explained in conjunction with embodiments and with reference to the accompanying drawings. DETAILED DESCRIPTION

[0060] It should be understood that the specific embodiments described herein are only used to explain the technical solutions of the present application and are not used to limit the present application.

[0061] In order to better understand the technical solution of the present application, a detailed description will be given below in conjunction with the accompanying drawings and specific implementation methods.

[0062] The main solution of the embodiment of the present application is: the vehicle control unit obtains the current operating information of the vehicle; adjusts the logical state of the enable flag according to the current operating information; and controls the operating state of the DCDC converter by the logical state of the enable flag.

[0063] In this embodiment, for the convenience of description, the following description is made with the vehicle control unit as the execution subject.

[0064] A hybrid vehicle is an electric vehicle with a dual power system. Unlike ordinary pure electric vehicles, it is not only equipped with a motor and a battery, but also generally equipped with an integrated intelligent starter generator (ISG) motor and an engine. Hybrid vehicles have the advantages of energy saving, high efficiency, low emissions, low noise, fast acceleration, and low operating costs. The DCDC converter is one of the essential devices for hybrid vehicles. Its main function is to convert high-voltage direct current into low-voltage direct current suitable for other electronic devices.

[0065] At present, the control method of the existing DCDC converter only relies on simple on / off control. During the operation of the vehicle, the operation information of the whole vehicle will change at any time. There will be a situation where the DCDC converter is started when the whole vehicle does not support the start of the DCDC converter, or the whole vehicle supports the start of the DCDC converter, but the DCDC converter is not started. For example, under low temperature and low power conditions, the power in the whole vehicle operation information is low, and the maximum discharge power allowed by the power battery is small. When the engine needs to start, if the DCDC converter continues to work, the DCDCC converter will consume the discharge power of the whole vehicle, so that the power that can be allocated to the ISG motor becomes smaller, which leads to the ISG motor being unable to drive the engine, causing the engine to start failure and affecting the normal operation of the vehicle; or when the high-voltage relay of the power battery management system (Battery Management System, BMS) is energized, if the DCDC converter does not work, it will cause high-voltage electrical energy to be output to the low-voltage equipment of the vehicle, causing damage to the low-voltage equipment, and indirectly affecting the normal operation and performance of the vehicle. It can be seen from this that since the existing control method is not associated with the operation information of the whole vehicle, its control accuracy is low. Once the control of the DCDC converter is unreasonable, such as not starting or shutting down normally, it will affect the normal operation of the vehicle.

[0066] The present application provides a solution, which uses current operating information to adjust the logical state of the enable flag bit, and then controls the operating state of the DCDC converter by the logical state of the enable flag bit, so that the operating state of the DCDC converter can be controlled by the current operating information, and the association between the operating state of the DCDC and the current operating information is achieved, thereby making the control of the DCDC converter more reasonable, effectively improving the control accuracy of the DCDC converter, and avoiding the influence on the normal operation of the vehicle caused by unreasonable control of the DCDC converter.

[0067] It should be noted that the execution subject of this embodiment may be a computing service device having DCDC converter control, network communication and program running functions, such as a vehicle control unit, or a DCDC converter control device capable of realizing the above functions. The following takes the vehicle control unit as an example to illustrate this embodiment and the following embodiments.

[0068] Among them, in addition to realizing the above functions, the above-mentioned vehicle control unit also serves as the core component of the automobile control system, responsible for coordinating and managing the communication and data exchange between various electronic control units on the vehicle to achieve overall control and optimization of the vehicle.

[0069] Based on this, the embodiment of the present application provides a DCDC converter control method, referring to Figure 1 , Figure 1FIG. 1 is a flow chart of a first embodiment of a DCDC converter control method of the present application.

[0070] In this embodiment, the DCDC converter control method includes steps S10 to S30:

[0071] Step S10, obtaining the current operation information of the vehicle.

[0072] It should be noted that the vehicle operation information may be a data set of various states, performances and operating behaviors of the vehicle during driving, such as data representing the working mode of the DCDC converter, data representing the maximum allowable discharge power of the battery, and data representing the state of the vehicle, etc. The vehicle operation information may change as the vehicle is running.

[0073] In a specific implementation, the above-mentioned vehicle control unit can communicate with various components and systems of the vehicle to exchange data and obtain the current operating information of the vehicle at the current moment.

[0074] Step S20: adjusting the logic state of the enable flag bit according to the current operation information.

[0075] It should be noted that the DCDC converter of this embodiment is controlled by an enable flag. The enable flag may be a signal that controls whether to output an enable signal to the DCDC converter. When the enable flag is set (i.e., set to 1), an enable signal may be output to control the operation of the DCDC converter. When the enable flag is reset (i.e., set to 0), the output of the enable signal may be stopped to stop the operation of the DCDC converter.

[0076] Accordingly, the above-mentioned enabling flag can be a control signal for controlling whether the enabling flag is valid. That is, when the enabling flag is set, it indicates that the DCDC converter is in a state where startup is allowed. At this time, if the enabling flag is set, it is determined that the enabling flag is valid and the enabling signal can be output. On the contrary, when the enabling flag is reset, the enabling signal cannot be output even if the enabling flag is set.

[0077] In a specific implementation, the vehicle control unit can determine whether the status of each component of the vehicle meets the conditions for starting the DCDC converter based on the current operation information of the vehicle. When the conditions for starting the DCDC converter are met, the logic state of the enable flag is adjusted to a set state. When the conditions for starting the DCDC converter are not met, the logic state of the enable flag is adjusted to a reset state. For example, when it is determined that the discharge power of the vehicle is lower than the set calibration value based on the current operation information, it is determined that the discharge power is low and the DCDC converter is not supported to start. At this time, the logic state of the enable flag can be reset to prohibit the DCDC converter from starting, so as to avoid the DCDC converter consuming power and affecting the normal operation of the vehicle.

[0078] Step S30: Controlling the operating state of the DCDC converter by the logic state of the enable flag.

[0079] In a specific implementation, when the logic state of the enable flag is set to the set state, the above-mentioned vehicle control unit can set the enable flag to the position to output an enable signal to control the operation of the DCDC converter; when the logic state of the enable flag is reset to the reset state, the enable flag can be reset to stop outputting the enable signal and stop the operation of the DCDC converter.

[0080] The present embodiment provides a DCDC converter control method, which obtains the current operation information of the whole vehicle; adjusts the logic state of the enable flag according to the current operation information; and controls the operation state of the DCDC converter by the logic state of the enable flag. Since the present embodiment adjusts the logic state of the enable flag by the current operation information of the whole vehicle, compared with the prior art which only relies on simple on / off control, the present embodiment enables the operation state of the DCDC converter to be controlled by the current operation information, realizes the association between the operation state of the DCDC and the current operation information, makes the control of the DCDC converter more reasonable, effectively improves the control accuracy of the DCDC converter, and avoids the unreasonable control of the DCDC converter causing an impact on the normal operation of the vehicle.

[0081] Based on the first embodiment of the present application, the second embodiment of the present application is proposed. In the second embodiment of the present application, the same or similar contents as those of the first embodiment can be referred to the above introduction, and will not be repeated later. Figure 2 , Figure 2 1 is a flow chart of a second embodiment of a DCDC converter control method of the present application.

[0082] In this embodiment, step S20 includes steps S201 to S203:

[0083] Step S201, determining the current DCDC mode, the current vehicle state and the current BMS high-voltage relay state according to the current operation information.

[0084] It should be noted that the above-mentioned current DCDC mode may be the mode of the DCDC converter at the current moment, and the modes of the DCDC converter include: a standby mode waiting for a start signal or condition to start the energy conversion process, a working mode in which all functions are active, and other modes, such as a sleep mode in which no operation is performed for a long time, a power saving mode between standby and operation, etc.

[0085] It is understandable that the above-mentioned current vehicle state may be the vehicle state at the current moment, and the vehicle state may include a charging state when charging and a non-charging state when not charging.

[0086] It should be noted that the above-mentioned current BMS high-voltage relay state may be the state of the BMS high-voltage relay at the current moment, and the BMS high-voltage relay may be an electrical switch that controls the connection or disconnection of the battery pack with the external circuit.

[0087] In a specific implementation, the above-mentioned vehicle control unit can extract corresponding data about the DCDC converter, vehicle status and BMS high-voltage relay from the current operating information to determine the current DCDC mode, the current vehicle status and the current BMS high-voltage relay status.

[0088] Step S202, adjusting the logic state of the basic enable flag bit according to the current DCDC mode, the current vehicle state and the current BMS high-voltage relay state.

[0089] It should be noted that the above-mentioned basic enable flag may be a control signal for controlling the setting or resetting of the enable flag.

[0090] In a specific implementation, the vehicle control unit can respectively determine whether the current DCDC mode, the current vehicle state, and the current BMS high-voltage relay state meet the corresponding conditions to adjust the logic state of the basic enable flag. When the current DCDC mode, the current vehicle state, and the current BMS high-voltage relay state meet the corresponding conditions, the basic enable flag can be set. On the contrary, when the corresponding conditions are not met, the basic enable flag can be reset.

[0091] In a feasible implementation manner, the enabling basic flag bit includes enabling the first basic flag bit, enabling the second basic flag bit, and enabling the third basic flag bit.

[0092] It should be noted that the basic flag bit that allows enabling can be divided into the first basic flag bit that allows enabling, the second basic flag bit that allows enabling, and the third basic flag bit that allows enabling. Whether the first basic flag bit that allows enabling is set can be determined by whether the current DCDC mode meets the corresponding conditions, whether the second basic flag bit that allows enabling is set can be determined by whether the current vehicle state meets the corresponding conditions, and whether the third basic flag bit that allows enabling is set can be determined by whether the current BMS high-voltage relay state meets the corresponding conditions.

[0093] In this implementation, step S202 includes steps S2021 to S2024:

[0094] Step S2021: When the current DCDC mode is in a preset mode, the first basic flag bit enabling is adjusted to a set state.

[0095] In a specific implementation, the preset mode may be a pre-set condition for setting the first basic flag to be enabled, such as a standby mode or a working mode. The vehicle control unit may determine whether the current DCDC mode is in the preset mode. If it is in the preset mode, the first basic flag to be enabled may be adjusted to a set state. Otherwise, if it is not in the preset mode, the first basic flag to be enabled may be adjusted to a reset state.

[0096] Step S2022, when the current vehicle state is a charging state, adjusting the second basic flag bit that allows the second basic flag to be enabled to a set state.

[0097] In a specific implementation, the above-mentioned charging status may be a condition for enabling the second basic flag position, that is, the above-mentioned vehicle control unit may determine whether the current vehicle status is in a charging status. When in a charging status, the second basic flag position may be adjusted to a set status.

[0098] Step S2023, when the current vehicle state is a non-charging state and the difference between the current maximum allowable discharge power of the battery and the power of the vehicle accessories reaches a preset power calibration value, the second basic flag bit that enables is adjusted to a set state.

[0099] It should be noted that the above-mentioned current maximum allowable discharge power of the battery may be the maximum instantaneous or continuous discharge power that the power battery can provide under the current operating conditions without exceeding its design safety and performance limitations.

[0100] It is understandable that the above-mentioned vehicle accessory power may be the total power consumed by all accessories in the vehicle (such as air conditioning, lighting, entertainment system, etc.) during normal operation.

[0101] It should be noted that the above-mentioned preset power calibration value can be pre-set to determine whether the difference between the current maximum allowable discharge power of the battery and the power of the vehicle accessories is large, and to support the threshold for normal operation of the DCDC converter.

[0102] Specifically, when the current vehicle state is not a charging state, that is, a non-charging state, the corresponding condition can be configured again. The condition can be to determine whether the difference between the current maximum allowable discharge power of the battery and the accessory power of the vehicle reaches a preset power calibration value. When the preset power calibration value is reached, the second basic flag bit that allows the enablement can be adjusted to a set state to ensure that the difference between the current maximum allowable discharge power of the battery and the accessory power of the vehicle is large enough to support the operation of the DCDC converter to output normal voltage and current without affecting the normal operation of the vehicle.

[0103] In addition, when the difference between the current maximum allowable discharge power of the battery and the power of the vehicle accessories does not reach the preset power calibration value, it is determined that the current maximum allowable discharge power of the battery is too small to support the normal operation of the DCDC converter. Therefore, at this time, the second basic flag bit can be enabled and adjusted to the reset state.

[0104] Step S2024, when the current BMS high-voltage relay state is the energized state, adjusting the enabling third basic flag bit to the set state.

[0105] In a specific implementation, the above-mentioned energized state may be a condition for enabling the third basic flag to be set. The above-mentioned vehicle control unit may determine whether a request to enter the energized state is currently sent to the BMS high-voltage relay. When the request for the energized state has been sent, it may further determine whether the current BMS high-voltage relay has entered the energized state. If it has entered the energized state, it is determined that the DCDC converter is supported to work, so the third basic flag to enable may be set. On the contrary, if it has not entered the energized state, it is determined that the DCDC converter may have a fault, and the third basic flag to enable may be reset.

[0106] Step S203: adjusting the logic state of the enable flag bit according to the logic state of the enable basic flag bit.

[0107] In a specific implementation, the vehicle control unit may adjust the logic state of the enable flag bit in combination with the logic states of the first basic flag bit, the second basic flag bit and the third basic flag bit.

[0108] In a feasible implementation manner, step S203 includes steps S2031 to S2035:

[0109] Step S2031, when the current vehicle state is the charging state, detecting the type of the connected plug.

[0110] It should be noted that the above-mentioned plug type can be the type of charging plug connected to the vehicle, including a slow charging plug and a fast charging plug.

[0111] Step S2032, when the plug type is a slow charging plug, if the slow charging plug is in a keep warm state, and the first basic flag bit and the second basic flag bit are both set, the first flag bit is adjusted to be set.

[0112] It should be noted that the logic state of the enable flag in this implementation mode can be determined by the logic states of the first enable flag, the second enable flag and the third enable flag. The setting of the first enable flag, the second enable flag and the third enable flag is determined by different states of the vehicle, so that the final setting and resetting of the enable flag is determined by different states of the vehicle, so as to improve the accuracy of the setting and resetting of the enable flag.

[0113] It can be understood that the insulation state of the plug gun is the state when the plug gun is in insulation. The plug gun insulation can provide additional energy to the power battery or BMS through the charging pile during or after charging, so as to maintain the power battery temperature within a suitable range, ensure charging safety, and extend the life of the power battery.

[0114] In a specific implementation, whether the above-mentioned first flag bit is set can be associated with the slow charging gun. When the above-mentioned vehicle control unit detects that the type of the gun is a slow charging gun, it can determine whether the slow charging gun is in a warm-keeping state. When the slow charging gun is in a warm-keeping state, if the first basic flag bit is allowed to be enabled and the second basic flag bit is allowed to be enabled are both set, it is determined that the DCDC converter is supported to work, and the first flag bit can be adjusted to a set state to ensure that when the slow charging gun warm-keeping function works, even if the vehicle is not on high voltage and the power battery is not discharged, the DCDC converter can also work normally. At this time, the electric energy consumed by the DCDC converter can be provided by the external power supply of the slow charging port, that is, the charging pile.

[0115] In addition, when the slow charging gun is not in the keep warm state, or the first basic flag bit of the enable is in the reset state, or the second basic flag bit of the enable is in the reset state, it is determined that the DCDC converter is not supported to work, and the first flag bit of the enable can be adjusted to the reset state.

[0116] Step S2033, when the plug type is a fast charging plug, if the fast charging plug is in a keep warm state, and the first basic flag bit and the second basic flag bit are both set, the second basic flag bit is adjusted to a set state.

[0117] In a specific implementation, whether the above-mentioned second flag bit is set can be associated with the fast charging gun. When the above-mentioned vehicle control unit detects that the gun type is a fast charging gun, it can determine whether the fast charging gun is in a warm-keeping state. When the fast charging gun is in a warm-keeping state, if the first basic flag bit is allowed to be enabled and the second basic flag bit is allowed to be enabled are both set, it is determined that the DCDC converter is supported to work, and the second flag bit can be adjusted to a set state to ensure that when the fast charging gun warm-keeping function works, even if the vehicle is not on high voltage and the power battery is not discharged, the DCDC converter can also work normally. At this time, the electric energy consumed by the DCDC converter can be provided by the external power supply of the fast charging port, that is, the charging pile.

[0118] In addition, when the fast charging gun is not in the keep warm state, or the first basic flag bit is allowed to be in the reset state, or the second basic flag bit is allowed to be in the reset state, it is determined that the DCDC converter is not supported to work, and the second basic flag bit can be adjusted to the reset state.

[0119] Step S2034: when the first basic flag bit of enabling, the second basic flag bit of enabling, and the third basic flag bit of enabling are all in the set state, the third basic flag bit of enabling is adjusted to the set state.

[0120] In a specific implementation, when the above-mentioned vehicle control unit detects that the first basic flag bit allowed to be enabled, the second basic flag bit allowed to be enabled, and the third basic flag bit allowed to be enabled are all in the set state, it can be determined that the vehicle meets the following conditions: the DCDC converter is in a preset mode; the vehicle state is in a charging state, or the vehicle state is not in a charging state, but the difference between the maximum allowable discharge power of the battery and the accessory power of the vehicle reaches the preset power substation; the current BMS high-voltage relay is in the energized state, and it can be determined that the DCDC converter is currently supported to work, so the third flag bit can be adjusted to the set state.

[0121] Step S2035: When at least one of the first enable flag, the second enable flag, and the third enable flag is in a set state, adjusting the enable flag to a set state.

[0122] In a specific implementation, it can be known from the above content that when the first flag bit of the enable is in the set state, the second flag bit of the enable is in the set state, and the third flag bit of the enable is in the set state, the DCDC converter is supported to work. Therefore, when at least one of the first flag bit of the enable, the second flag bit of the enable, and the third flag bit of the enable is in the set state, the enable flag bit can be adjusted to the set state, so that the logic state of the enable flag bit can be adjusted in combination with various operating information of the whole vehicle, effectively improving the adjustment accuracy of the logic state of the enable flag bit, thereby improving the control accuracy of the DCDC converter.

[0123] Based on the first embodiment of the present application, the third embodiment of the present application is proposed. In the third embodiment of the present application, the same or similar contents as those of the first and second embodiments can be referred to the above introduction, and will not be repeated later. Figure 3 , Figure 3 1 is a flow chart of a third embodiment of a DCDC converter control method of the present application.

[0124] In this embodiment, step S30 includes:

[0125] Step S301, adjusting the logic state of the enable-not-allowed flag bit according to the current operation information.

[0126] It should be noted that the above-mentioned enable flag not allowed may be a control signal for controlling the reset of the enable flag. That is, when the enable flag is not allowed to be set, it indicates that the DCDC converter is in a state where startup is not allowed. At this time, if the enable flag is set, the enable flag can be reset and the output of the enable signal is not allowed. On the contrary, when the enable flag is not allowed to be reset, it indicates that the DCDC converter is allowed to start. At this time, if the enable flag is set, the enable signal can be output.

[0127] In a specific implementation, the above-mentioned vehicle control unit can determine whether the status of each component of the vehicle meets the conditions for not allowing the DCDC converter to be started according to the current operating information of the vehicle. When the conditions for not allowing the DCDC converter to be started are met, the logic state of the enable flag bit that is not allowed is adjusted to a set state. When the conditions for not allowing the DCDC converter to be started are not met, the logic state of the enable flag bit is adjusted to a reset state to avoid the DCDC converter from starting when it is not allowed to start, thereby affecting the normal operation of the vehicle.

[0128] In a feasible implementation manner, step S301 includes steps S3011 to S3033:

[0129] Step S3011, determining the current engine water temperature, the current battery power and the current maximum allowable discharge power of the battery according to the current operating information.

[0130] It should be noted that the above-mentioned current engine water temperature may be the temperature of the coolant during the operation of the engine at the current moment.

[0131] It is understandable that the above current battery power may be the remaining power of the power battery at the current moment.

[0132] In a specific implementation, the above-mentioned vehicle control unit can extract corresponding data related to the engine and the power battery from the current operating information to determine the current engine water temperature, the current battery power and the current maximum allowable discharge power of the battery.

[0133] Step S3012, adjusting the logic state of the basic flag bit that is not allowed to be enabled according to the current engine water temperature, the current battery power and the current maximum allowable battery discharge power.

[0134] It should be noted that the above-mentioned enabling not allowed basic flag bit may be a control signal for controlling the enabling not allowed flag to be set or reset.

[0135] In a specific implementation, the vehicle control unit can respectively determine whether the current engine water temperature, the current battery power and the current maximum allowable battery discharge power meet the corresponding conditions, so as to adjust the logical state of the basic flag that does not allow the basic enablement. When the current engine water temperature, the current battery power and the current maximum allowable battery discharge power meet the corresponding conditions, the basic flag that does not allow the basic enablement can be set. On the contrary, when the corresponding conditions are not met, the basic flag that allows the basic enablement can be reset.

[0136] In a feasible implementation manner, the not-allowed-to-enable basic flag bit includes not-allowed-to-enable the first basic flag bit, not-allowed-to-enable the second basic flag bit, and not-allowed-to-enable the third basic flag bit.

[0137] It should be noted that the basic flag bit that is not allowed to be enabled can be divided into a first basic flag bit that is not allowed to be enabled, a second basic flag bit that is not allowed to be enabled, and a third basic flag bit that is not allowed to be enabled. Whether the first basic flag bit that is not allowed to be enabled is set can be determined by whether the water temperature of the front engine meets the corresponding conditions, whether the second basic flag bit that is not allowed to be enabled is set can be determined by whether the current battery power meets the corresponding conditions, and whether the third basic flag bit that is not allowed to be enabled is set can be determined by whether the current maximum allowable discharge power of the battery meets the corresponding conditions.

[0138] In this implementation, step S3012 includes steps S3012A to S3012C:

[0139] Step S3012A: When the current engine water temperature is lower than the preset water temperature calibration value, the first basic flag that is not allowed to be enabled is adjusted to a set state.

[0140] It should be noted that the above-mentioned preset water temperature calibration value can be a set value for determining whether the engine water temperature is low.

[0141] In a specific implementation, the preset water temperature calibration value may be a condition for setting the first basic flag not to be enabled. The vehicle control unit may compare the current engine water temperature with the preset water temperature calibration value, and when the current engine water temperature is lower than the preset water temperature calibration value, it is determined that the current engine water temperature is low and does not support the operation of the DCDC converter, and at this time, the first basic flag not to be enabled may be adjusted to a set state.

[0142] Step S3012B: When the current battery power is lower than the preset power calibration value, the second basic flag bit that is not allowed to be enabled is adjusted to a set state.

[0143] It should be noted that the above-mentioned preset power calibration value can be a set value for judging whether the current battery power is low, and the preset power calibration value can be changed according to demand.

[0144] In a specific implementation, the preset power calibration value may be a condition for setting the second basic flag not to be enabled. The vehicle control unit may compare the current battery power with the preset power calibration value, and when the current battery power is lower than the preset power calibration value, it is determined that the current battery power is low and does not support the operation of the DCDC converter, and at this time, the second basic flag not to be enabled may be adjusted to a set state.

[0145] Step S3012C: When the current maximum allowable discharge power of the battery is lower than the output value corresponding to the current engine water temperature, the third basic flag that is not allowed to be enabled is adjusted to a set state.

[0146] It should be noted that the output value corresponding to the current engine water temperature can be a set value for determining whether the current maximum allowable discharge power of the battery is low. The output value is used as a power threshold, and the power relationship between different engine water temperatures and different output values ​​can be pre-constructed and stored in the output value table. For example, a feasible output value table is shown in Table 1 below:

[0147] Table 1

[0148]

[0149]

[0150] In Table 1, when the engine water temperature is -20℃, the output value can be 20kw; when the engine water temperature is -10℃, the output value can be 15kw; when the engine water temperature is 0℃, the output value can be 10kw; when the engine water temperature is 10℃, the output value can be 10kw; when the engine water temperature is 20℃, the output value can be 7kw.

[0151] Among them, this embodiment does not limit the data in the output value table. In actual scenarios, the correlation between the water temperature and the output value of each engine can be established by testing or calibration.

[0152] In a specific implementation, the output value corresponding to the current engine water temperature may be a condition for not allowing the third basic flag to be enabled. The vehicle control unit determines the corresponding output value according to the current engine water temperature, and then compares the current maximum allowable discharge power of the battery with the output value. When the current maximum allowable discharge power of the battery is lower than the output value, it is determined that the current maximum allowable discharge power of the battery is low and does not support the operation of the DCDC converter. At this time, the third basic flag that is not allowed to be enabled can be adjusted to a set state.

[0153] Step S3013: adjusting the logic state of the enable not allowed flag bit according to the logic state of the enable not allowed basic flag bit.

[0154] In a specific implementation, the vehicle control unit may adjust the logic state of the disabling flag bit by combining the logic states of the first basic flag bit not being enabled, the second basic flag bit not being enabled, and the third basic flag bit not being enabled.

[0155] In a feasible implementation manner, step S3013 includes steps S3013A to S3013D:

[0156] Step S3013A, when the current engine state is the preset start state, if at least one of the first basic flag bit not allowed to be enabled, the second basic flag bit not allowed to be enabled, and the third basic flag bit not allowed to be enabled is in the set state, the first flag bit not allowed to be enabled is adjusted to the set state.

[0157] It should be noted that the logic state of the not-allowed-to-enable flag in this implementation mode can be determined by the logic states of the not-allowed-to-enable first flag, the not-allowed-to-enable second flag, and the not-allowed-to-enable third flag. The setting of the not-allowed-to-enable first flag, the not-allowed-to-enable second flag, and the not-allowed-to-enable third flag is determined by different states of the vehicle, so that the final setting and resetting of the not-allowed-to-enable flag is determined by different states of the vehicle, so as to improve the accuracy of the setting and resetting of the not-allowed-to-enable flag.

[0158] It is understandable that the above-mentioned preset starting state may be a state in which the engine is in the starting process.

[0159] In a specific implementation, the first flag not allowed to be enabled may be associated with the current engine state. When the vehicle control unit detects that the engine is in the starting process, it determines that the current engine is in a preset starting state. At this time, if at least one of the first basic flag not allowed to be enabled, the second basic flag not allowed to be enabled, and the third basic flag not allowed to be enabled is in a set state, it is determined that the DCDC converter is not currently supported to work, and the first flag not allowed to be enabled can be adjusted to a set state.

[0160] Step S3013B, when the current DCDC mode is in the preset working mode, if the current DCDC temperature, the current DCDC output voltage or the current DCDC output current meets the corresponding preset conditions, the second flag bit is not allowed to be adjusted to the set state.

[0161] It should be noted that the above-mentioned preset working mode may be a working mode in which all functions in the DCDC converter are in an active state.

[0162] It is understandable that the above current DCDC temperature may be the temperature generated by the heat dissipated by the DCDC converter at the current moment. A preset temperature calibration value may be configured for the current DCDC temperature as its preset condition, and the preset temperature calibration value may be a threshold for determining whether the current DCDC temperature is high.

[0163] It should be noted that the above-mentioned current DCDC output voltage may be the voltage value of the DCDC output at the current moment. A preset voltage range may be configured for the current DCDC output voltage, and the preset voltage range may be the normal voltage range of the DCDC converter output.

[0164] It is understandable that the above-mentioned current DCDC output current may be the current value of the DCDC output at the current moment. A preset current calibration value may be configured for the current DCDC output current, and the preset current calibration value may be a threshold for determining whether the current DCDC output current is large.

[0165] In a specific implementation, the second flag that is not allowed to be enabled can be associated with the current DCDC temperature, the current DCDC output voltage, and the current DCDC output current. The above-mentioned vehicle control unit can determine whether the current DCDC temperature reaches the preset temperature calibration value, whether the current DCDC output voltage exceeds the preset voltage range, and whether the current DCDC output current reaches the preset current calibration value when the current DCDC mode is in the preset working mode, that is, in the working mode. When the current DCDC temperature reaches the preset temperature calibration value, it is determined that the current DCDC temperature is high and the DCDC converter is not allowed to work; when the current DCDC output voltage exceeds the preset voltage range, it is determined that the current DCDC output voltage deviates from the normal range and the DCDC converter is not allowed to work; when the current DCDC output current reaches the preset current calibration value, it is determined that the current DCDC output current is large, and the second flag that is not allowed to be enabled is adjusted to the set state. When it is detected that any one of the current DCDC temperature, the current DCDC output voltage, and the current DCDC output current meets the above preset conditions, the second flag that is not allowed to be enabled can be adjusted to the set state to not allow the DCDC converter to work, so as to avoid the DCDC converter from affecting the whole vehicle.

[0166] In addition, when the current DCDC mode is not in the preset working mode, that is, in the non-working mode, the above-mentioned previous DCDC temperature, the current DCDC output voltage or the current DCDC output current has little effect on the entire vehicle. At this time, the second flag that is not allowed to be enabled can be adjusted to a reset state to allow the DCDC converter to work.

[0167] Step S3013C: when the communication loss flag of the DCDC converter is in a set state, or the fault flag of the DCDC temperature sensor is in a set state, the third flag is not allowed to be adjusted to a set state.

[0168] It should be noted that the above-mentioned communication loss flag may be a status flag indicating whether there is a problem with the communication connection between the DCDC converter and other vehicle control units (such as BMS or vehicle control unit). When the communication connection between the DCDC converter and other vehicle control units is abnormal, the communication loss flag may be triggered to be set, and when the communication connection between the DCDC converter and other vehicle control units is normal, the communication loss flag may be triggered to be reset.

[0169] It is understandable that the above-mentioned DCDC temperature sensor may be a sensor for monitoring the temperature of the DCDC converter. When the DCDC temperature sensor is abnormal, the fault flag may be triggered to be set, and when the DCDC temperature sensor is normal, the fault flag may be triggered to be reset.

[0170] In a specific implementation, the third flag that is not allowed to be enabled can be associated with the communication status of the DCDC converter and the DCDC temperature sensor. The vehicle control unit can detect whether the communication loss flag of the DCDC converter is in a set state, and detect whether the fault flag of the DCDC temperature sensor is in a set state. When the communication loss flag of the DCDC converter is in a set state, it is determined that the communication connection between the DCDC converter and other control units of the vehicle is abnormal. At this time, the third flag that is not allowed can be set to not allow the DCDC converter to work, so as to avoid the abnormal DCDC converter from affecting the vehicle; when the fault flag of the DCDC temperature sensor is in a set state, it is determined that the DCDC temperature sensor is abnormal and the temperature fed back by the DCDC temperature sensor cannot be accurately obtained. At this time, the third flag that is not allowed can be set to not allow the DCDC converter to work, so as to avoid the abnormal temperature of the DCDC converter from affecting the vehicle.

[0171] Step S3013D: when at least one of the first enable not allowed flag bit, the second enable not allowed flag bit, and the third enable not allowed flag bit is in a set state, the enable not allowed flag bit is adjusted to a set state.

[0172] In a specific implementation, it can be known from the above content that when the first flag bit that is not allowed to be enabled is in a set state, the second flag bit that is not allowed to be enabled is in a set state, and the third flag bit that is not allowed to be enabled is in a set state, the DCDC converter is not supported to work. Therefore, when at least one of the first flag bit that is not allowed to be enabled, the second flag bit that is not allowed to be enabled, and the third flag bit that is not allowed to be enabled is in a set state, the disallowed enable flag bit can be adjusted to a set state, so that the logic state of the disallowed enable flag bit can be adjusted in combination with various operating information of the whole vehicle, effectively improving the adjustment accuracy of the logic state of the disallowed enable flag bit, thereby improving the control accuracy of the DCDC converter.

[0173] Step S302, determining whether the logic state of the not-allowed-enable flag is a set state.

[0174] Step S303': if yes, the enable flag is adjusted to a reset state to stop the DCDC converter from running.

[0175] Step S303: if not, when the logic state of the enable flag is set, the enable flag is adjusted to be set.

[0176] Step S304 , when the enable flag is in a set state, output an enable signal to the DCDC converter to enable the DCDC converter to operate.

[0177] In a specific implementation, the above-mentioned vehicle control unit can determine whether the logical state of the enable flag that is not allowed is in the set state. When the enable flag that is not allowed is set, it is determined that the DCDC converter is not allowed to work, and the enable flag can be adjusted to a reset state to stop outputting the enable signal, thereby stopping the DCDC converter from being allowed. On the contrary, when the enable flag that is not allowed is reset, it is determined that the DCDC converter is allowed to work. At this time, it can be further detected whether the logical state of the enable flag that is allowed is in the set state. When the enable flag that is allowed is set, the enable flag can be adjusted to a set state to output an enable signal to the DCDC converter to control the operation of the DCDC converter. By combining the above-mentioned enable flag that is not allowed and the enable flag that is allowed to be jointly determined whether to control the operation of the DCDC converter, the control accuracy of the DCDC converter is effectively improved.

[0178] Further, for ease of understanding, refer to Figure 4 This is for illustration only, but does not limit this solution. Figure 4 This is a schematic diagram of the overall control logic of the enable flag bit in the third embodiment of the DCDC converter control method of the present application. Figure 4 In the process, after obtaining the vehicle operation information, the state of the enable flag can be adjusted according to various information such as the BMS high-voltage relay request state, the actual state of the BMS high-voltage relay, the actual working state of the DCDC (i.e., the DCDC mode), the maximum allowable discharge power of the battery, the power of the vehicle accessories, the vehicle state, the slow charging gun insulation state, and the fast charging gun insulation state; the state of the disallowed enable flag can be adjusted according to various information such as the DCDC output current, the actual working state of the DCDC, the fault flag of the DCDC temperature sensor, the DCDC communication loss flag (i.e., the communication loss flag of the DCDC converter), the DCDC output voltage, the DCDC temperature, the engine water temperature, the battery power, the maximum allowable discharge power of the battery, and the engine state. Then, the state of the enable flag is adjusted according to the setting or resetting of the enable flag, and the setting or resetting of the disallowed enable flag. When the enable flag is set and the reset of the disallowed enable flag is not allowed, the enable signal can be output to control the operation of the DCDC converter.

[0179] It should be noted that the above examples are only used to understand the present application and do not constitute a limitation on the DCDC control method of the present application. More simple transformations based on this technical concept are all within the protection scope of the present application.

[0180] The present application also provides a DCDC converter control device, please refer to Figure 5 , Figure 5 Schematic diagram of the module structure of the DCDC converter control device of the present application.

[0181] Figure 5In the embodiment, the DCDC converter control device comprises:

[0182] The vehicle operation detection module 10 is used to obtain the current operation information of the vehicle.

[0183] The logic state adjustment module 20 is used to adjust the logic state of the enable flag bit according to the current operation information.

[0184] The DCDC control module 30 is used to control the operation state of the DCDC converter according to the logic state of the enable flag.

[0185] The DCDC converter control device provided by the present application adopts the DCDC converter control method in the above embodiment, which can solve the technical problem that the prior art has low control accuracy and once the control of the DCDC converter is unreasonable, it will affect the normal operation of the vehicle. Compared with the prior art, the beneficial effects of the DCDC converter control device provided by the present application are the same as the beneficial effects of the DCDC converter control method provided by the above embodiment, and other technical features in the DCDC converter control device are the same as the features disclosed in the above embodiment method, which will not be repeated here.

[0186] The present application provides a vehicle control unit, which includes: at least one processor; and a memory communicatively connected to the at least one processor; wherein the memory stores instructions executable by the at least one processor, and the instructions are executed by the at least one processor so that the at least one processor can execute the DCDC converter control method in the above-mentioned embodiment 1.

[0187] Reference below Figure 6 , Figure 6 This is a schematic diagram of the equipment structure of the hardware operating environment involved in the vehicle control unit in the embodiment of the present application. Figure 6 The vehicle control unit shown is merely an example and should not bring any limitation to the functions and scope of use of the embodiments of the present application.

[0188] like Figure 6As shown, the vehicle control unit may include a processing device 1001 (such as a central processing unit, a graphics processor, etc.), which can perform various appropriate actions and processes according to a program stored in a read-only memory (ROM: Read Only Memory) 1002 or a program loaded from a storage device 1003 to a random access memory (RAM: Random Access Memory) 1004. In RAM1004, various programs and data required for the operation of xxx equipment are also stored. The processing device 1001, ROM1002 and RAM1004 are connected to each other through a bus 1005. An input / output (I / O) interface 1006 is also connected to the bus. Generally, the following systems can be connected to the I / O interface 1006: an input device 1007 including, for example, a touch screen, a touch pad, an accelerometer, a gyroscope, etc.; an output device 1008 including, for example, a speaker, a vibrator, etc.; a storage device 1003 including, for example, a magnetic tape, a hard disk, etc.; and a communication device 1009. The communication device 1009 can allow the vehicle control unit to communicate with other devices wirelessly or by wire to exchange data. Although the figure shows a vehicle control unit with various systems, it should be understood that it is not required to implement or have all the systems shown. More or fewer systems may be implemented or have instead.

[0189] In particular, according to the embodiments disclosed in the present application, the process described above with reference to the flowchart can be implemented as a computer software program. For example, the embodiments disclosed in the present application include a computer program product, which includes a computer program carried on a computer-readable medium, and the computer program includes a program code for executing the method shown in the flowchart. In such an embodiment, the computer program can be downloaded and installed from a network through a communication device, or installed from a storage device 1003, or installed from a ROM 1002. When the computer program is executed by the processing device 1001, the above-mentioned functions defined in the method of the embodiment disclosed in the present application are executed.

[0190] The vehicle control unit provided by the present application adopts the DCDC converter control method in the above embodiment, which can solve the technical problem that the prior art has low control accuracy and once the DCDC converter is controlled unreasonably, it will affect the normal operation of the vehicle. Compared with the prior art, the beneficial effects of the vehicle control unit provided by the present application are the same as the beneficial effects of the DCDC converter control method provided by the above embodiment, and the other technical features in the vehicle control unit are the same as the features disclosed in the previous embodiment method, which will not be repeated here.

[0191] The above descriptions are only some embodiments of the present application, and are not intended to limit the patent scope of the present application. All equivalent structural changes made using the contents of the present application specification and drawings under the technical concept of the present application, or direct / indirect applications in other related technical fields are included in the patent protection scope of the present application.

Claims

1. A DCDC converter control method, characterized in that: The method comprises: Get the current operation information of the vehicle; Adjusting the logic state of the enable flag bit according to the current operation information; The operation state of the DCDC converter is controlled by the logic state of the enable flag.

2. The DCDC converter control method according to claim 1, wherein: The step of adjusting the logic state of the enable flag bit according to the current operation information includes: Determine the current DCDC mode, the current vehicle state and the current BMS high-voltage relay state according to the current operation information; Adjusting the logic state of the basic enable flag bit according to the current DCDC mode, the current vehicle state and the current BMS high-voltage relay state; The logic state of the enable flag bit is adjusted according to the logic state of the enable basic flag bit.

3. The DCDC converter control method according to claim 2, wherein: The enabling basic flag bit includes enabling a first basic flag bit, enabling a second basic flag bit, and enabling a third basic flag bit. The step of adjusting the logic state of the enabling basic flag bit according to the current DCDC mode, the current vehicle state, and the current BMS high-voltage relay state includes: When the current DCDC mode is in a preset mode, adjusting the enabling first basic flag bit to a set state; When the current vehicle state is a charging state, adjusting the second basic flag bit of enabling to a set state; When the current vehicle state is a non-charging state and the difference between the current maximum allowable discharge power of the battery and the power of the vehicle accessories reaches a preset power calibration value, the second basic flag bit of the enablement is adjusted to a set state; When the current BMS high-voltage relay state is the energized state, the enabling third basic flag bit is adjusted to the set state.

4. The DCDC converter control method according to claim 3, wherein: The step of adjusting the logic state of the enable flag bit according to the logic state of the enable basic flag bit comprises: When the current vehicle state is the charging state, detecting the type of plug connected; When the plug gun type is a slow charging plug gun, if the slow charging plug gun is in a keep warm state, and the first basic flag bit of enabling and the second basic flag bit of enabling are both in a set state, the first flag bit of enabling is adjusted to a set state; When the plug type is a fast charging plug, if the fast charging plug is in a keep warm state, and the first basic flag bit of enabling and the second basic flag bit of enabling are both in a set state, the second basic flag bit of enabling is adjusted to a set state; When the first basic flag bit of enabling is allowed, the second basic flag bit of enabling is allowed, and the third basic flag bit of enabling is allowed are all in a set state, adjusting the third basic flag bit of enabling is allowed to be in a set state; When at least one of the first enable flag, the second enable flag, and the third enable flag is in a set state, the enable flag is adjusted to a set state.

5. The DCDC converter control method according to claim 1, wherein: The step of controlling the operating state of the DCDC converter by the logic state of the enable flag bit comprises: Adjusting the logic state of the enable-not-allowed flag bit according to the current operation information; Determine whether the logic state of the not-allowed-to-enable flag is a set state; If yes, the enable flag is adjusted to a reset state to stop the DCDC converter from running; If not, when the logic state of the enable flag bit is set, the enable flag bit is adjusted to the set state; When the enable flag is in a set state, an enable signal is output to the DCDC converter to enable the DCDC converter to operate.

6. The DCDC converter control method according to claim 5, wherein: The step of adjusting the logic state of the enable-not-allowed flag bit according to the current operation information comprises: Determine the current engine water temperature, the current battery power, and the current maximum allowable discharge power of the battery according to the current operating information; Adjusting the logic state of the basic flag bit that is not allowed to be enabled according to the current engine water temperature, the current battery power, and the current maximum allowable battery discharge power; The logic state of the not-enable flag bit is adjusted according to the logic state of the not-enable basic flag bit.

7. The DCDC converter control method according to claim 6, wherein: The not-allowed-to-enable basic flag bit includes: not-allowed-to-enable the first basic flag bit, not-allowed-to-enable the second basic flag bit, and not-allowed-to-enable the third basic flag bit. The step of adjusting the logical state of the not-allowed-to-enable basic flag bit according to the current engine water temperature, the current battery power, and the current maximum allowable battery discharge power includes: When the current engine water temperature is lower than the preset water temperature calibration value, adjusting the first basic flag bit that does not allow enabling to be set to a set state; When the current battery power is lower than the preset power calibration value, adjusting the second basic flag bit not allowing to be enabled to a set state; When the current maximum allowable discharge power of the battery is lower than the output value corresponding to the current engine water temperature, the third basic flag bit that is not allowed to be enabled is adjusted to a set state.

8. The DCDC converter control method according to claim 7, wherein: The step of adjusting the logical state of the enable not allowed flag bit according to the logical state of the enable not allowed basic flag bit comprises: When the current engine state is the preset start state, if at least one of the first basic flag bit not allowed to be enabled, the second basic flag bit not allowed to be enabled, and the third basic flag bit not allowed to be enabled is in a set state, the first flag bit not allowed to be enabled is adjusted to a set state; When the current DCDC mode is in the preset working mode, if the current DCDC temperature, the current DCDC output voltage or the current DCDC output current meets the corresponding preset conditions, the second flag bit is not allowed to be adjusted to the set state; When the communication loss flag of the DCDC converter is in the set state, or the fault flag of the DCDC temperature sensor is in the set state, the third flag is not allowed to be adjusted to the set state; When at least one of the first enable not allowed flag bit, the second enable not allowed flag bit, and the third enable not allowed flag bit is in a set state, the enable not allowed flag bit is adjusted to a set state.

9. A DCDC converter control device, characterized in that: The device comprises: The vehicle operation detection module is used to obtain the current operation information of the vehicle; A logic state adjustment module, used for adjusting the logic state of the enable flag bit according to the current operation information; The DCDC control module is used to control the operating state of the DCDC converter through the logic state of the enable flag bit.

10. A vehicle control unit, characterized in that: The vehicle control unit includes: a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the computer program is configured to implement the steps of the DCDC converter control method according to any one of claims 1 to 8.

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