Power-on control method, power supply system and vehicle

Abstract

The invention provides a power-on control method, a power supply system and a vehicle, and the power-on control method comprises the steps: detecting a first working state of a battery controller when the battery controller, a drive controller and a voltage conversion controller are awakened; when the first working state is a non-fault state, detecting a second working state of the driving controller and a third working state of the voltage conversion controller; and when the second working state or the third working state is the fault state, controlling the battery controller and the driving controller not in the fault state or the voltage conversion controller not in the fault state to enter a high-voltage power-on state. According to the invention, by detecting the working states of the battery controller, the driving controller and the voltage conversion controller on the high-voltage side, the controller in a non-fault state can be controlled to enter a high-voltage power-on state under the condition that part of the controllers have faults, so that part of functions on the high-voltage side can be used, and the user experience is improved.

Description

Technical Field

[0001] The present invention relates to the field of vehicle technology, and in particular to a power-on control method, a power supply system and a vehicle. Background Art

[0002] When new energy vehicles are in use, they need to be powered on and powered by the power battery. Before the vehicle is powered on, the high-voltage side controller needs to be tested. Only when all controllers are confirmed to be normal can the vehicle power-on process be executed.

[0003] However, in actual use, even if there is an abnormality in some controllers on the high-voltage side, the vehicle will not be able to power on normally at high voltage, resulting in the entire high-voltage side being unable to be used normally, affecting the user experience.

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

[0005] The main purpose of the present invention is to provide a power-on control method, a power supply system and a vehicle, aiming to solve the technical problem in the prior art that some controllers are abnormal and the entire high-voltage side cannot be used normally.

[0006] To achieve the above object, the present invention proposes a power-on control method, which includes:

[0007] When the battery controller, the drive controller, and the voltage conversion controller are awakened, detecting a first working state of the battery controller;

[0008] When the first working state is a non-fault state, detecting a second working state of the drive controller and a third working state of the voltage conversion controller;

[0009] When the second working state or the third working state is a fault state, the battery controller, and the drive controller that is not in a fault state or the voltage conversion controller that is not in a fault state are controlled to enter a high voltage power-on state.

[0010] Optionally, when the second working state or the third working state is a fault state, controlling the battery controller, and the drive controller that is not in a fault state or the voltage conversion controller that is not in a fault state to enter a high voltage power-on state includes:

[0011] When the second working state is a non-fault state and the third working state is a fault state, detecting a battery voltage of the low-voltage battery;

[0012] When the battery voltage is greater than a preset voltage threshold, obtaining a maximum discharge time of the low-voltage battery;

[0013] When the maximum discharge time is greater than the first preset discharge time, the battery controller and the drive controller are controlled to enter a motor drive high voltage power-on state.

[0014] Optionally, when the battery voltage is greater than a preset voltage threshold, obtaining the maximum discharge time of the low-voltage battery includes:

[0015] When the battery voltage is greater than a preset voltage threshold, controlling the vehicle load to enter a low power consumption mode required to maintain driving safety;

[0016] In the low power consumption mode required to maintain driving safety, obtaining the maximum power consumption corresponding to the low power consumption mode when the low voltage load of the whole vehicle is running; and / or, in the low power consumption mode required to maintain driving safety, obtaining the real-time comprehensive power average consumed by the low voltage components of the whole vehicle within at least two sampling periods;

[0017] Acquire current electrical parameters of the low-voltage battery, the current electrical parameters including: current dischargeable power, battery health, and battery voltage;

[0018] The maximum discharge duration of the low-voltage battery is determined according to the current electrical parameters, the maximum consumed power and / or the real-time integrated power average value.

[0019] Optionally, when the maximum discharge time is greater than a first preset discharge time, controlling the battery controller and the drive controller to enter a motor drive high voltage power-on state includes:

[0020] When the maximum discharge time is greater than the first preset discharge time, real-time navigation data of the vehicle is acquired, and the driving time required to reach the maintenance station is determined according to the navigation data;

[0021] When the driving time is not greater than the first preset discharge time, the battery controller and the drive controller are controlled to enter a motor drive high voltage power-on state.

[0022] Optionally, when the driving time is not greater than the first preset discharge time, after controlling the battery controller and the drive controller to enter the motor drive high voltage power-on state, the method further includes:

[0023] Obtaining the current dischargeable time of the low-voltage battery;

[0024] When the current dischargeable time reaches a second preset discharge time, a torque limiting instruction is output; the torque limiting instruction is used to limit the torque of the drive motor to prompt the user to park safely; the second preset discharge time is less than the first preset discharge time.

[0025] Optionally, when the battery voltage is greater than a preset voltage threshold, after obtaining the maximum discharge time of the low-voltage battery, the method further includes:

[0026] When the maximum discharge time is not greater than the first preset discharge time, the battery controller and the drive controller are controlled to enter a load drive high voltage power-on state.

[0027] Optionally, detecting the first working state of the battery controller includes:

[0028] Detecting a first communication state and a first power-on preparation state of the battery controller, and determining a first working state of the battery controller according to the first communication state and the first power-on preparation state;

[0029] Correspondingly, the second working state of the detection drive controller and the third working state of the voltage conversion controller include:

[0030] Detecting a second communication state and a second power-on preparation state of the drive controller, and determining a second working state of the drive controller according to the second communication state and the second power-on preparation state;

[0031] A third communication state and a third power-on preparation state of the voltage conversion controller are detected, and a third working state of the voltage conversion controller is determined according to the third communication state and the third power-on preparation state.

[0032] Optionally, before detecting the first working state of the battery controller, the method further includes:

[0033] When the vehicle is powered on, the battery controller, motor controller and voltage conversion controller are woken up through the power supply relay.

[0034] In addition, to achieve the above-mentioned purpose, the present invention also provides a power supply system, which includes: a body controller, a low voltage controller, a power-on controller, a battery controller, a motor controller and a voltage conversion controller;

[0035] The body controller is connected to the power-on controller via a CAN bus, the power-on controller is connected to one side of the power supply relay, and the other side of the power supply relay is respectively connected to the battery controller, the motor controller, the voltage conversion controller and the low-voltage battery; the body controller and the low-voltage controller are both connected to the low-voltage battery, and the body controller is also connected to the low-voltage controller; the power-on controller is used to execute the power-on control method.

[0036] In addition, to achieve the above-mentioned purpose, the present invention also provides a vehicle, which includes the power supply system.

[0037] The present invention provides a power-on control method, a power supply system and a vehicle, the power-on control method comprising: when a battery controller, a drive controller and a voltage conversion controller are awakened, detecting a first working state of the battery controller; when the first working state is a non-fault state, detecting a second working state of the drive controller and a third working state of the voltage conversion controller; when the second working state or the third working state is a fault state, controlling the battery controller, and the drive controller that is not in a fault state or the voltage conversion controller that is not in a fault state to enter a high-voltage power-on state. In the present invention, by detecting the working states of the battery controller, the drive controller and the voltage conversion controller on the high-voltage side, when some controllers are faulty, the controllers in a non-fault state can be controlled to enter a high-voltage power-on state, thereby enabling some functions on the high-voltage side to be used, thereby improving the user experience. BRIEF DESCRIPTION OF THE DRAWINGS

[0038] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on the structures shown in these drawings without paying creative work.

[0039] Figure 1 A schematic diagram of the structure of the power supply system proposed by the present invention;

[0040] Figure 2 A schematic flow chart of a first embodiment of the power-on control method proposed by the invention;

[0041] Figure 3 A first flow chart of a second embodiment of the power-on control method proposed by the invention;

[0042] Figure 4 A second flow chart of the second embodiment of the power-on control method proposed by the invention;

[0043] Figure 5 A third flow chart of the second embodiment of the power-on control method proposed by the invention;

[0044] Figure 6 This is a schematic diagram of a fourth flow chart of the second embodiment of the power-on control method proposed in the invention.

[0045] The realization of the purpose, functional features and advantages of the present invention will be further explained in conjunction with embodiments and with reference to the accompanying drawings. DETAILED DESCRIPTION

[0046] It should be understood that the specific embodiments described herein are only used to explain the present invention, and are not used to limit the present invention.

[0047] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0048] It should be noted that all directional indications in the embodiments of the present invention (such as up, down, left, right, front, back, etc.) are only used to explain the relative position relationship, movement status, etc. between the components under a certain specific posture (as shown in the accompanying drawings). If the specific posture changes, the directional indication will also change accordingly.

[0049] In addition, the descriptions of "first", "second", etc. in the present invention are only used for descriptive purposes and cannot be understood as indicating or implying their relative importance or implicitly indicating the number of the indicated technical features. Therefore, the features defined as "first" and "second" may explicitly or implicitly include at least one of the features. In addition, the technical solutions between the various embodiments can be combined with each other, but they must be based on the ability of ordinary technicians in the field to implement them. When the combination of technical solutions is contradictory or cannot be implemented, it should be deemed that such a combination of technical solutions does not exist and is not within the scope of protection required by the present invention.

[0050] Reference Figure 1 , Figure 1 This is a schematic diagram of the structure of the power supply system proposed by the present invention. Figure 1 In the embodiment, the power supply system includes: a body controller 50, a low voltage controller 60, a power-on controller 10, a battery controller 20, a motor controller 30 and a voltage conversion controller 40;

[0051] The body controller 50 is connected to the power-on controller 10 via a CAN bus, the power-on controller 10 is connected to one side of the power supply relay, and the other side of the power supply relay is respectively connected to the battery controller 20, the motor controller 30, the voltage conversion controller 40 and the low-voltage battery; the body controller 50 and the low-voltage controller 60 are both connected to the low-voltage battery, and the body controller 50 is also connected to the low-voltage controller 60.

[0052] Among them, the body controller 50 refers to an electronic control unit for controlling the body electrical system; it is mainly used to control the operation of the in-vehicle devices. The low-voltage controller 60 is a control unit corresponding to the low-voltage load in the vehicle, and is mainly used to control the working state of the load powered by the low-voltage battery in the vehicle, such as lights, horns and other loads. The power-on controller 10 is a control unit corresponding to the high-voltage load in the vehicle, and is mainly used to control the working state of the load powered by the power battery in the vehicle, such as the air-conditioning compressor. The battery controller 20 is a control unit that controls the charging and discharging process of the power battery. The battery controller can control the power battery to output energy to the load, and can also control the external power supply to charge the power battery.

[0053] One side of the power supply relay is connected to the power-on controller 10, and the other side is respectively connected to the drive controller 30, the battery controller 20 and the voltage conversion controller 40. The power supply relay is used to conduct the connection between the power-on controller 0 and the drive controller 30, the battery controller 20 and the voltage conversion controller 40. Usually when the vehicle is awakened, the power supply relay is in a disconnected state, and the vehicle is in the first low-voltage mode without executing high-voltage power-on; when the power-on controller detects a high-voltage power-on instruction, the power-on controller 10 can control the power supply relay to close, thereby waking up the drive controller 30, the battery controller 20 and the voltage conversion controller 40; in this process, the vehicle is in the second low-voltage mode in which high-voltage power-on is being executed.

[0054] Reference Figure 2 , Figure 2 This is a flow chart of the first embodiment of the power-on control method proposed by the present invention. Figure 1 A first embodiment of a power-on control method of the present invention is provided.

[0055] In this embodiment, the power-on control method includes:

[0056] Step S10: When the battery controller, the drive controller and the voltage conversion controller are awakened, the first working state of the battery controller is detected.

[0057] It should be understood that during the power-on process of new energy vehicles, the controller on the high-voltage side needs to be in a non-faulty state to ensure that the high-voltage side can operate normally and avoid accidents. The controller on the high-voltage side may include a battery controller that controls the working process of the power battery, a drive controller that controls the vehicle motor drive, and a voltage conversion controller that controls the power battery to supply power to the low-voltage side. Once any controller on the high-voltage side of the vehicle is abnormal, the vehicle will not be able to power on normally.

[0058] It is understandable that in this embodiment, the execution subject may be a power-on controller inside the vehicle that controls the vehicle high-voltage power-on process. The power-on controller may interact with each controller on the high-voltage side to determine the status of each controller on the high-voltage side.

[0059] It should be noted that the battery controller, drive controller and voltage conversion controller are not awakened when the vehicle is in a power-off state, and are in a dormant state or a closed state; in order to detect the state of the high-voltage side controller, it is necessary to wake up each controller on the high-voltage side first. The first working state is the working state corresponding to whether the battery controller can normally control the charging and discharging of the power battery. The first working state includes a fault state and a non-fault state. In a fault state, the power battery cannot input or output energy normally. Considering that the high-voltage side of new energy vehicles usually relies on power batteries for power supply, the power battery can only be started normally to input or output energy when the battery controller is in a non-fault state.

[0060] In a specific implementation, the power-on controller can exchange information with the battery controller and determine the first working state of the battery controller according to the specific information fed back by the battery controller. For example, when the power-on controller outputs a handshake instruction, the battery controller can respond to the handshake instruction, and it can be determined that the communication function of the battery controller is normal; then the power-on controller can output other instructions to test other functions of the battery controller, and when all functions are normal, the first working state of the battery controller can be determined to be a non-fault state.

[0061] Step S20: When the first working state is a non-fault state, detecting the second working state of the drive controller and the third working state of the voltage conversion controller.

[0062] It should be understood that the battery controller is a controller used to control the power input and output functions of the power battery. When the battery controller is in a faulty state, the power battery cannot work normally, and even if other controllers are in a non-faulty state, the power battery cannot be controlled normally. At this time, the vehicle cannot perform the high-voltage power-on process. The drive controller and the voltage conversion controller do not directly affect the input and output functions of the power battery. Therefore, the vehicle can also be controlled to power on at high voltage when one of the drive controller and the voltage conversion controller is abnormal.

[0063] Therefore, when the first working state corresponding to the battery controller is a non-fault state, the power-on controller can also detect the working states of the drive controller and the voltage conversion controller. The second working state is the working state of the drive controller, and the second working state corresponding to the drive controller includes a fault state and a non-fault state. When the second working state is a fault state, the vehicle cannot realize the running function. The third fault state is the working state of the voltage conversion controller, and the third working state also includes a fault state and a non-fault state. When the third working state is a fault state, the power battery cannot normally supply power to the low-voltage side of the vehicle.

[0064] During the specific detection process, the power-on controller can also be used to exchange information with the drive controller and the voltage conversion controller respectively, and determine whether the drive controller and the voltage conversion controller are in a fault state based on the information fed back or the actions performed by the drive controller and the voltage conversion controller.

[0065] Step S30: When the second working state or the third working state is a fault state, control the battery controller, and the drive controller that is not in a fault state or the voltage conversion controller that is not in a fault state to enter a high voltage power-on state.

[0066] It is understandable that the power battery on the high-voltage side of the vehicle mainly includes the functions of driving the vehicle and supplying power to the load in the vehicle. Therefore, when one of the drive controller and the voltage conversion controller fails, the power battery on the high-voltage side can still supply power to the load driven by the controller in a non-faulty state, and then realize some functions of high-voltage power-on when the high voltage is powered on. Of course, when both the drive controller and the voltage conversion controller fail, the load cannot be powered normally, and the motor cannot be powered normally either. Although the power battery can output energy normally, it cannot be effectively utilized, and there is no need to perform high-voltage power-on at this time.

[0067] In a specific implementation, the power-on controller can control the battery controller and another controller in a non-fault state to enter a high-voltage power-on state when one of the second working state corresponding to the drive controller and the third working state corresponding to the voltage conversion controller is in a fault state, thereby realizing some functions on the high-voltage side. For example, when the drive controller is abnormal, the power battery cannot supply power to the motor, but this does not affect the power battery supplying power to the load on the low-voltage side; in this case, although the vehicle cannot be driven, the high-voltage load and low-voltage load in the vehicle can also be used. Similarly, when the voltage conversion controller is abnormal, the power battery cannot supply power to the devices related to voltage conversion, but this does not affect the power battery supplying power to the motor of the vehicle; in this case, some loads in the vehicle may be unusable due to the inability to supply power normally, but the motor can still be driven normally to control the vehicle's movement.

[0068] This embodiment provides a power-on control method, which includes: when the battery controller, the drive controller and the voltage conversion controller are awakened, detecting the first working state of the battery controller; when the first working state is a non-fault state, detecting the second working state of the drive controller and the third working state of the voltage conversion controller; when the second working state or the third working state is a fault state, controlling the battery controller, and the drive controller that is not in a fault state or the voltage conversion controller that is not in a fault state to enter a high-voltage power-on state. In this embodiment, by detecting the working states of the battery controller, the drive controller and the voltage conversion controller on the high-voltage side, when some controllers are faulty, the controllers in a non-fault state can be controlled to enter a high-voltage power-on state, so that some functions on the high-voltage side can be used to improve the user experience.

[0069] Reference Figure 3 , Figure 3 The first flow chart of the second embodiment of the power-on control method proposed by the present invention is as follows: Based on the above first embodiment, the second embodiment of the power-on control method of the present invention is proposed.

[0070] In this embodiment, step S30 includes:

[0071] Step S31: when the second working state is a non-fault state and the third working state is a fault state, detecting the battery voltage of the low-voltage battery.

[0072] It should be noted that when the third working state corresponding to the voltage conversion controller is a fault state and the second working state corresponding to the drive controller is a non-fault state, although the battery controller and the voltage conversion controller can be controlled to enter the high-voltage power-on state, it is also necessary to consider whether the battery voltage provided by the low-voltage battery can normally meet the power supply voltage required by the low-voltage load during the vehicle's running process. The power supply voltage is the voltage at the output end of the low-voltage battery, which is used to power the low-voltage load. The low-voltage loads include loads related to vehicle running, such as display instruments, central control display screens, and other loads. This part of the load needs to work normally during the vehicle's running process. When the third working state corresponding to the voltage conversion controller is a fault state and the second working state corresponding to the drive controller is a non-fault state, it is also necessary to consider whether the low-voltage battery can provide the required working voltage for the load related to the vehicle's running. For example, when the low-voltage battery has insufficient energy and the output battery voltage is 8V, and the display instrument requires a 12V working voltage, the low-voltage battery cannot provide the required working voltage for the display instrument. Although the vehicle can be driven by the motor to run, it is impossible to determine the motor speed, vehicle speed, remaining power of the power battery, and other information during the vehicle's running process, and there are great safety hazards in driving.

[0073] Therefore, when it is determined that the third working state corresponding to the voltage conversion controller is a fault state and the second working state corresponding to the drive controller is a non-fault state, it is also necessary to determine whether the low-voltage battery can output sufficient battery voltage. In a specific implementation, the battery voltage output by the low-voltage battery can be detected by a voltage sensor, a sampling resistor, etc.

[0074] Step S32: when the battery voltage is greater than a preset voltage threshold, obtaining a maximum discharge time of the low-voltage battery.

[0075] It should be noted that the preset voltage threshold is the voltage threshold required for the vehicle-related load to work normally during the vehicle's running process. When the battery voltage is greater than the preset voltage threshold, it indicates that the low-voltage battery can provide the working voltage required by the load. When the battery voltage is lower than the preset voltage threshold, it indicates that the low-voltage battery cannot provide the working voltage required by the load, and even if the vehicle enters the high-voltage power-on state, the vehicle cannot drive normally. At this time, the vehicle does not need to enter the high-voltage power-on state.

[0076] During the driving process of the vehicle, the low-voltage battery needs to continuously supply power to the loads related to the vehicle's running. The maximum discharge time is the maximum length of time that the low-voltage battery can supply power to the low-voltage load when the vehicle is running, and the maximum discharge time determines the length of time the vehicle can run. The longer the maximum discharge time, the longer the low-voltage battery can supply power to the load, and the longer the vehicle can run. In addition, considering that there may be multiple loads, it is necessary to consider the operating voltage required for each low-voltage load, select the minimum operating voltage corresponding to each low-voltage load, and then select the maximum operating voltage value from all the minimum operating voltages as the preset voltage threshold. For example, the minimum operating voltage of the upper electronic control controller is 9V, the minimum operating voltage of the battery controller is 10V, and the minimum operating voltage of the drive controller is 8V; the battery voltage of the low-voltage battery is 9V, which is lower than 10V), then the high-voltage power-on mode will not be entered, and the current low-voltage mode will be maintained.

[0077] Step S33: When the maximum discharge time is greater than the first preset discharge time, the battery controller and the drive controller are controlled to enter a motor drive high voltage power-on state.

[0078] It should be noted that the first preset discharge time is the time the low-voltage battery needs to discharge during the driving process of the vehicle that the user needs to use. The first preset discharge time can be set by the user, or estimated according to the navigation set by the user. When the maximum discharge time is not greater than the first preset discharge time, it means that the current length of time the low-voltage battery can be used is less than the length of time the vehicle needs to travel. At this time, the vehicle can be powered on at high voltage, but it cannot reach the destination normally; it may cause the vehicle to break down. The motor-driven high-voltage power-on state is a high-voltage power-on state in which the vehicle can travel, but the high-voltage battery cannot charge the low-voltage battery and cannot power the low-voltage load.

[0079] In order to avoid the above situation, in this embodiment, the maximum discharge time of the low-voltage battery obtained can be compared with the first preset discharge time; when the maximum discharge time is not greater than the first preset discharge time, the vehicle is controlled to maintain the low-voltage mode, and the high-voltage power-on related process is not executed. When the maximum discharge time is greater than the first preset discharge time, the vehicle can travel normally to the destination, the battery controller can be controlled, and the drive controller can enter the motor drive high-voltage power-on state, and then the vehicle can be controlled to travel to the destination.

[0080] In addition, when the vehicle enters the motor drive high voltage power-on state, although the vehicle can move, the power of the high voltage load and the low voltage load will be limited. The power-on controller can request the body controller to force the vehicle to enter the low power mode command. When the body controller receives the low power mode command, it sends a sleep command to the low voltage controller, thereby reducing the power of the low voltage load with a larger rated working power.

[0081] Furthermore, when the vehicle is in the motor-driven high-voltage power-on mode, the mileage prompt mode of the new energy vehicle can be adjusted to the time prompt mode. During the vehicle's running, the remaining discharge time of the low-voltage battery is calculated in real time and prompted through the instrument.

[0082] Reference Figure 4 , Figure 4 This is a schematic diagram of a second flow chart of a second embodiment of the power-on control method provided by the present invention.

[0083] The step S32 specifically includes:

[0084] Step S321: When the battery voltage is greater than a preset voltage threshold, the vehicle load is controlled to enter a low power consumption mode required to maintain driving safety.

[0085] It should be understood that in the process of determining the maximum discharge time, the power of the electrical load needs to be adjusted. The lower the power of the electrical load, the greater the maximum discharge time of the low-voltage battery. Therefore, when it is determined that the battery voltage is greater than the preset voltage threshold, in order to maximize the maximum discharge time of the low-voltage battery, the power of the low-voltage load in the vehicle can be reduced.

[0086] It should be noted that the vehicle load includes low-voltage load and high-voltage load. When the power of the low-voltage load is reduced, the maximum discharge time of the low-voltage battery can be increased. However, considering that the power battery also needs to be discharged, the high-voltage load can also be controlled to enter the low-power mode. In the low-power mode, the power required by the vehicle load is reduced. While maintaining the vehicle's safe driving function, the vehicle's driving time can be increased as much as possible.

[0087] In addition, the low-power consumption mode required to maintain driving safety in the vehicle may include different low-power consumption modes corresponding to whether multiple low-voltage loads are started. In different low-power consumption modes, the low-voltage loads turned on for safe operation of the vehicle are different, and different low-power consumption modes are mainly determined based on the environmental information of the vehicle. For example, in the two low-power consumption modes of rainy days and sunny days, the operating states of loads such as wipers and rearview mirror heating in the vehicle are different; in the low-power consumption mode for safe driving in rainy days, the vehicle needs to turn on functions such as wipers and rearview mirror heating; in the low-power consumption mode for safe driving on sunny days, the vehicle does not need to turn on functions such as wipers and rearview mirror heating. For another example, in the low-power consumption mode for safe driving at night and the low-power consumption mode for driving during the day, the operating states of loads such as lights are also different.

[0088] Among them, the maximum required power consumption in the low power consumption mode is data pre-stored in the storage area of ​​the first controller. Different low power consumption modes correspond to different maximum power consumption values. It can be understood that the first controller can pre-acquire environmental information such as weather and road conditions where the vehicle is running, and then determine the most suitable low power consumption mode based on the environmental information, and then switch to the corresponding low power consumption mode in advance.

[0089] Step S322: In the low power consumption mode required to maintain driving safety, obtain the maximum power consumption corresponding to the low power consumption mode when the low voltage load of the whole vehicle is running; and / or, in the low power consumption mode required to maintain driving safety, obtain the real-time comprehensive power average consumed by the low voltage components of the whole vehicle within at least two sampling periods.

[0090] It is understandable that the discharge time of the low-voltage battery is related to the current power of the low-voltage battery and the power consumption of the low-voltage load of the vehicle. Among them, the maximum power consumption is the sum of the power of the low-voltage accessories to maintain safe driving. Even if some low-voltage accessories are not used under the working conditions at this time, it is assumed that these low-voltage accessories are turned on. When the low-energy consumption mode is determined, the load that needs to be turned on in the low-energy consumption mode can be determined, and the maximum power consumption required for the low-power consumption mode can be determined based on the load that is determined to be turned on.

[0091] It should be understood that the real-time comprehensive power average is the average of the comprehensive power consumed by all loads collected in real time during the operation of the vehicle. The comprehensive power consumption average is the sum average of the power consumed by all loads in the vehicle to maintain the vehicle running obtained in at least 2 sampling cycles when the low power consumption mode is turned on.

[0092] It should be noted that the maximum power consumption is the maximum power consumption of the load that needs to be started in the corresponding low-power mode. The maximum power consumption takes into account the stable operation of all loads in this low-power mode, which can ensure that the vehicle will not stop driving due to insufficient energy in the low-voltage battery during driving. The real-time comprehensive power average value is the power value consumed by the load started during the actual driving process of the vehicle in low-power mode. The real-time comprehensive power average value takes into account that there may be a certain difference between the operating power and the rated power of some loads, and can more accurately calculate the power consumption of the low-voltage load during the driving process of the vehicle. Both power values ​​can represent the power consumed by the low-voltage load during the driving process of the vehicle. In order to ensure the discharge time of the low-voltage battery, the maximum power consumption can be selected to calculate the maximum discharge time of the low-voltage battery; in order to ensure the accuracy of the load power consumption during the operation of the vehicle, the real-time comprehensive power average value can be used to calculate the maximum discharge time of the low-voltage battery.

[0093] Among them, the maximum power consumption in the low power consumption mode is preferably selected as the calculation condition of the maximum discharge time.

[0094] In a specific implementation, the maximum power consumption can be calculated by first determining all low-voltage loads that need to be started in low-consumption mode, then determining the power consumption of each low-voltage load in low-power consumption mode, and finally summing the power consumption of each low-voltage load to obtain the maximum power consumption of normal low-voltage loads. The real-time comprehensive power average value can be calculated by first controlling the vehicle to drive in low-consumption mode, and then collecting the power consumed by the vehicle's low-voltage loads in multiple cycles during the vehicle's driving process, and finally calculating the average power consumed by the low-voltage loads in each cycle to obtain the real-time comprehensive power average value.

[0095] Step S323: obtaining current electrical parameters of the low-voltage battery, the current electrical parameters including: current dischargeable power, battery health, and battery voltage.

[0096] It should be noted that the current electrical parameters are the electrical parameter states presented by the low-voltage battery in the current working state. The current electrical parameters may include the current dischargeable amount, battery detection degree, power supply voltage, power supply current, etc. The current electrical parameters can reflect the total dischargeable amount of the low-voltage battery. Among them, the current dischargeable amount is the amount of electricity that can be released by the low-voltage battery in the current state. The health of the battery will affect the total dischargeable amount of the low-voltage battery. The greater the health of the battery, the better the overall power storage state of the low-voltage battery, and the corresponding total dischargeable amount of the low-voltage battery will also be improved to a certain extent; the lower the battery health, the worse the overall power storage state of the low-voltage battery, and the corresponding total dischargeable amount of the voltage battery will also be reduced to a certain extent. During the discharge process of the low-voltage battery, as the remaining power of the low-voltage battery becomes lower, the battery voltage will decrease in a small range; conversely, the degree of reduction in the battery voltage can reflect the total dischargeable amount of the low-voltage battery to a certain extent.

[0097] In a specific implementation, the battery voltage output by the low-voltage battery can be detected by devices such as voltage sensors and sampling resistors; then the current dischargeable power of the low-voltage battery can be estimated based on the discharge time of the low-voltage battery; further, the battery health can be determined based on the usage time of the low-voltage battery and the change in internal resistance within the low-voltage battery.

[0098] Step S324: Determine the maximum discharge time of the low-voltage battery according to the current electrical parameters, the maximum power consumption and / or the real-time comprehensive power average value.

[0099] It is understandable that when the maximum power consumption of the low-voltage load in the vehicle, the real-time comprehensive power average value and the current electrical parameters of the low-voltage battery are determined, the maximum discharge time of the low-voltage battery can be directly calculated.

[0100] In a specific implementation, the maximum power consumption and the current electrical parameters of the low-voltage battery can be used to calculate the maximum discharge time of the low-voltage battery when all low-voltage loads corresponding to the low-power mode are started; the real-time comprehensive power average value and the current electrical parameters of the low-voltage battery can also be used to calculate the maximum discharge time of the low-voltage battery obtained according to the actual operation of the vehicle; of course, before the vehicle is started, the maximum discharge time of the low-voltage battery can be determined based on the maximum power consumption and the current electrical parameters of the low-voltage battery, and then during the operation of the vehicle, the real-time comprehensive power average value and the current electrical parameters of the low-voltage battery can be used to calculate the maximum discharge time of the low-voltage battery; finally, the maximum discharge time calculated using the maximum power consumption is updated in real time using the maximum discharge time calculated using the real-time comprehensive power average value during the operation of the vehicle.

[0101] In addition, refer to Figure 5 , Figure 5This is a schematic diagram of a third flow chart of the second embodiment of the power-on control method proposed by the present invention.

[0102] In this embodiment, the step S33 includes:

[0103] Step S331: when the maximum discharge time is greater than a first preset discharge time, real-time navigation data of the vehicle is acquired, and the driving time required to reach the maintenance station is determined according to the navigation data.

[0104] It is understandable that when the voltage conversion controller in the vehicle is in a faulty state, the vehicle can be controlled to move within a period of time, and the user can control the vehicle to drive to the maintenance station as much as possible within this period of time. The real-time navigation data is data related to the current location and the vehicle's location in a short period of time. The location of the maintenance station closest to the vehicle, or the location of the maintenance station with the shortest driving time, can be determined based on the real-time navigation data. The driving time is the time required for the vehicle to reach the maintenance station from the current location. When the motor drive high-voltage power-on state, but the vehicle cannot drive from the current position to the maintenance station, controlling the vehicle to enter the motor drive high-voltage power-on state can only allow the vehicle to travel a short distance, and the vehicle cannot be repaired.

[0105] In a specific implementation, when it is determined that the maximum discharge time of the low-voltage battery is greater than the first preset discharge time, the real-time navigation data of the vehicle can be determined through information interaction or prompting the user for input, and then the location of the maintenance station near the vehicle can be determined based on the real-time navigation data. Finally, the driving time required for the vehicle to reach the maintenance station can be determined based on the current position of the vehicle and the location of the maintenance station.

[0106] Step S332: When the driving time is not greater than the first preset discharge time, the battery controller and the drive controller are controlled to enter a motor drive high voltage power-on state.

[0107] It is understandable that, if it is determined that the driving time is greater than the first preset discharge time, the vehicle cannot normally drive to the maintenance station, and at this time, it is meaningless to control the vehicle to enter the motor drive high voltage power-on state, and the vehicle cannot be repaired. When the driving time is not greater than the first preset discharge time, at this time, the vehicle can drive from the current position to the maintenance station for maintenance, so the battery controller and the drive controller can be controlled to enter the motor drive high voltage power-on state, and then the drive motor can be controlled to control the vehicle to drive to the maintenance station.

[0108] In addition, in this embodiment, after step S332, the following steps are further included:

[0109] Step S333: Obtain the current dischargeable time of the low-voltage battery.

[0110] It should be understood that during the driving of the vehicle, the circuit of the low-voltage battery may be used faster due to some unexpected situations; for example, the power of some low-voltage loads changes. Therefore, during the driving of the vehicle, it is also necessary to detect the discharge time of the low-voltage battery in real time to avoid the vehicle being stranded on a dangerous road due to the exhaustion of the low-voltage battery energy. Among them, the current discharge time is the current discharge time obtained by calculating the current electrical parameters of the low-voltage battery and the total power consumption of the low-voltage load during the driving of the vehicle. The current discharge time corresponding to different times during the driving of the vehicle is not the same.

[0111] Step S334: when the current dischargeable time reaches the second preset discharge time, output a torque limit instruction; the torque limit instruction is used to limit the drive motor torque to prompt the user to park safely; the second preset discharge time is less than the first preset discharge time.

[0112] It should be noted that the second preset discharge duration is the discharge duration corresponding to the lowest point of the safe remaining power of the low-voltage battery. The lowest point of the remaining full power is the lowest point of power at which the low-voltage battery will not be abnormal. When the current discharge amount of the low-voltage battery is at the lowest point of the remaining full power, it may cause negative effects such as low-voltage battery feeding. The second preset discharge duration is less than the first preset discharge duration. For example, the second preset discharge duration can be 20% of the first preset discharge duration.

[0113] It is understandable that when the current dischargeable time reaches the second preset discharge time, it indicates that the vehicle can no longer travel normally, and the vehicle needs to be promptly controlled to travel to a safe position. The torque limit instruction is an instruction for limiting the motor torque. When the drive controller receives the instruction, it can reduce the output torque of the motor. The driver and passengers can determine that the vehicle can no longer travel normally based on the torque change, and then stop the vehicle in a safe position in time.

[0114] In addition, refer to Figure 6 , Figure 6 This is a schematic diagram of a fourth flow chart of the second embodiment of the power-on control method proposed by the present invention.

[0115] In this embodiment, after step S32, the following steps are further included:

[0116] Step S34: When the maximum discharge time is not greater than the first preset discharge time, the battery controller and the drive controller are controlled to enter a load drive high voltage power-on state.

[0117] It should be noted that the load-driven high-voltage power-on state is a state in which the power battery can drive the high-voltage load and the low-voltage battery can drive the low-voltage load. Although the voltage conversion controller cannot work normally, considering that there is a certain amount of electricity in both the power battery and the low-voltage battery, the power battery can be used to power the high-voltage load and the low-voltage battery can be used to power the low-voltage load.

[0118] It is understandable that when the maximum discharge time is not greater than the first preset discharge time, the vehicle is controlled to enter the motor-driven high-voltage power-on state, and the vehicle can only travel for a short time. For this, the vehicle can be controlled to enter the load-driven high-voltage power-on mode. The load in the vehicle is driven within a limited time to meet user needs.

[0119] Furthermore, based on the first embodiment or the second embodiment of the power-on control method described above, a third embodiment of the power-on control method of the present application is proposed.

[0120] In this embodiment, step S10 includes:

[0121] S11: Detect a first communication state and a first power-on preparation state of the battery controller, and determine a first working state of the battery controller according to the first communication state and the first power-on preparation state.

[0122] Accordingly, the step S20 includes:

[0123] S21: Detect the second communication state and the second power-on preparation state of the drive controller, and determine the second working state of the drive controller according to the second communication state and the second power-on preparation state. S22: Detect the third communication state and the third power-on preparation state of the voltage conversion controller, and determine the third working state of the voltage conversion controller according to the third communication state and the third power-on preparation state.

[0124] It is understandable that the determination of the working state of the controller on the high-voltage side mainly includes the determination of the communication state and the power-on preparation state. If any of the communication state and the power-on preparation state fails, the corresponding working state of the controller is a fault state. Among them, the communication state is the signal transmission and reception state between the high-voltage side controller and the power-on controller. The power-on preparation state is whether the high-voltage side controller is ready to enter the power-on state when it needs to be powered on.

[0125] It should be noted that the first working state corresponding to the battery controller includes a first communication state and a first power-on preparation state; the second working state corresponding to the drive controller includes a second communication state and a second power-on preparation state; and the third working state corresponding to the voltage conversion controller includes a third communication state and a third power-on preparation state.

[0126] In the actual detection process, it is necessary to first detect the first communication state of the battery controller, and then detect the first power-on preparation state. Then detect the second communication state of the drive controller and the third communication state of the voltage conversion controller; finally detect the second power-on preparation state of the drive controller and the third power-on preparation state of the voltage conversion controller. In this way, the working state of each controller on the high-voltage side is determined.

[0127] In addition, in this embodiment, before step S10, the following steps are further included:

[0128] Step S101: When the vehicle is powered on, the battery controller, the motor controller and the voltage conversion controller are awakened through the power supply relay.

[0129] It is understandable that when the vehicle wakes up, the vehicle does not enter the high-voltage power-on state. One side of the power-on controller is usually connected to the power supply controller. The other side of the power supply relay is respectively connected to the drive controller, the battery controller and the voltage conversion controller. The power supply relay is used to conduct the connection between the power-on controller and the drive controller, the battery controller and the voltage conversion controller. Usually when the vehicle wakes up, the power supply relay is in a disconnected state, and the vehicle is in the first low-voltage mode without executing high-voltage power-on; when the power-on controller detects a high-voltage power-on instruction, the power-on controller can control the power supply relay to close, thereby waking up the drive controller, the battery controller and the voltage conversion controller; in this process, the vehicle is in the second low-voltage mode in which high-voltage power-on is being executed.

[0130] In addition, to achieve the above-mentioned purpose, the present invention also provides a vehicle, in which the above-mentioned power supply system is arranged.

[0131] The above are only preferred embodiments of the present invention, and are not intended to limit the patent scope of the present invention. Any equivalent structure or equivalent process transformation made using the contents of the present invention specification and drawings, or directly or indirectly applied in other related technical fields, are also included in the patent protection scope of the present invention.

Claims

1. A power-on control method, characterized in that: The power-on control method comprises: When the battery controller, the drive controller, and the voltage conversion controller are awakened, detecting a first working state of the battery controller; When the first working state is a non-fault state, detecting a second working state of the drive controller and a third working state of the voltage conversion controller; When the second working state or the third working state is a fault state, the battery controller, and the drive controller that is not in a fault state or the voltage conversion controller that is not in a fault state are controlled to enter a high voltage power-on state.

2. The power-on control method according to claim 1, characterized in that: When the second working state or the third working state is a fault state, controlling the battery controller and the drive controller that is not in a fault state or the voltage conversion controller that is not in a fault state to enter a high voltage power-on state includes: When the second working state is a non-fault state and the third working state is a fault state, detecting a battery voltage of the low-voltage battery; When the battery voltage is greater than a preset voltage threshold, obtaining a maximum discharge time of the low-voltage battery; When the maximum discharge time is greater than the first preset discharge time, the battery controller and the drive controller are controlled to enter a motor drive high voltage power-on state.

3. The power-on control method according to claim 2, characterized in that: When the battery voltage is greater than a preset voltage threshold, obtaining the maximum discharge time of the low-voltage battery includes: When the battery voltage is greater than a preset voltage threshold, controlling the vehicle load to enter a low power consumption mode required to maintain driving safety; In the low power consumption mode required to maintain driving safety, obtaining the maximum power consumption corresponding to the low power consumption mode when the low voltage load of the whole vehicle is running; and / or, in the low power consumption mode required to maintain driving safety, obtaining the real-time comprehensive power average consumed by the low voltage components of the whole vehicle within at least two sampling periods; Acquire current electrical parameters of the low-voltage battery, the current electrical parameters including: current dischargeable power, battery health, and battery voltage; The maximum discharge duration of the low-voltage battery is determined according to the current electrical parameters, the maximum consumed power and / or the real-time integrated power average value.

4. The power-on control method according to claim 2, characterized in that: When the maximum discharge time is greater than the first preset discharge time, controlling the battery controller and the drive controller to enter a motor drive high voltage power-on state includes: When the maximum discharge time is greater than the first preset discharge time, real-time navigation data of the vehicle is acquired, and the driving time required to reach the maintenance station is determined according to the navigation data; When the driving time is not greater than the first preset discharge time, the battery controller and the drive controller are controlled to enter a motor drive high voltage power-on state.

5. The power-on control method according to claim 4, characterized in that: When the driving time is not greater than the first preset discharge time, the battery controller is controlled, and after the drive controller enters the motor drive high voltage power-on state, the method further includes: Obtaining the current dischargeable time of the low-voltage battery; When the current dischargeable time reaches a second preset discharge time, a torque limiting instruction is output; the torque limiting instruction is used to limit the torque of the drive motor to prompt the user to park safely; the second preset discharge time is less than the first preset discharge time.

6. The power-on control method according to claim 2, characterized in that: After obtaining the maximum discharge time of the low-voltage battery when the battery voltage is greater than the preset voltage threshold, the method further includes: When the maximum discharge time is not greater than the first preset discharge time, the battery controller and the drive controller are controlled to enter a load drive high voltage power-on state.

7. The power-on control method according to claim 1, characterized in that: The detecting the first working state of the battery controller comprises: Detecting a first communication state and a first power-on preparation state of the battery controller, and determining a first working state of the battery controller according to the first communication state and the first power-on preparation state; Correspondingly, the second working state of the detection drive controller and the third working state of the voltage conversion controller include: Detecting a second communication state and a second power-on preparation state of the drive controller, and determining a second working state of the drive controller according to the second communication state and the second power-on preparation state; A third communication state and a third power-on preparation state of the voltage conversion controller are detected, and a third working state of the voltage conversion controller is determined according to the third communication state and the third power-on preparation state.

8. The power-on control method according to any one of claims 1 to 7, characterized in that: Before detecting the first working state of the battery controller, the method further includes: When the vehicle is powered on, the battery controller, motor controller and voltage conversion controller are woken up through the power supply relay.

9. A power supply system, characterized in that: The power supply system includes: a body controller, a low voltage controller, a power-on controller, a battery controller, a motor controller and a voltage conversion controller; The body controller is connected to the power-on controller via a CAN bus, the power-on controller is connected to one side of the power supply relay, and the other side of the power supply relay is respectively connected to the battery controller, the motor controller, the voltage conversion controller and the low-voltage battery; the body controller and the low-voltage controller are both connected to the low-voltage battery, and the body controller is also connected to the low-voltage controller; The power-on controller is used to execute the power-on control method according to any one of claims 1 to 8.

10. A vehicle, characterized in that: The vehicle includes the power supply system according to claim 9.

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