Vehicle power supply control system and method, electronic equipment and storage medium

Abstract

The invention relates to the technical field of vehicle control, and discloses a vehicle power supply control system and method, electronic equipment and a storage medium, the system comprises an isolation control module and a power supply control module, and the vehicle power supply control system is further provided with a driving part and an auxiliary part of a target vehicle. The isolation control module is arranged between a driving component and an auxiliary component in the vehicle power supply control system and used for controlling on-off of a power supply, the power supply control module is connected with the isolation control module, and the power supply control module is used for obtaining fault information of a target vehicle. If yes, the component state of the auxiliary component is switched to the idle state, and the isolation control module is disconnected; by means of the system, the problem that when non-driving related parts break down, risks can only be avoided through the lower high voltage of the whole vehicle is solved, and the driving safety and reliability are improved.

Description

Technical Field

[0001] The present application relates to the field of vehicle control technology, and in particular to a vehicle power control system, method, electronic device and storage medium. Background Art

[0002] In the design of high-voltage systems for electric vehicles, a relatively direct system architecture is generally adopted, in which drive-related components (such as motor controllers, battery management systems, etc.) and non-drive-related components (such as air-conditioning compressors, PTC heaters, etc.) are directly connected in parallel to the same high-voltage bus, lacking an effective isolation mechanism to achieve independent control of these two types of components.

[0003] Although this design simplifies the system layout, it exposes significant safety and reliability issues when facing various possible fault conditions of non-drive related components (including but not limited to insulation faults, overvoltage faults, overcurrent faults, and high-voltage interlock faults, etc.). Due to the lack of necessary isolation and disconnection mechanisms within the system, once a non-drive component fails, the entire high-voltage system needs to be forced to power off as a whole, that is, all high-voltage power supplies are cut off to avoid potential risks. This approach not only greatly limits the emergency response capabilities of electric vehicles in fault conditions, but also invisibly reduces the safety of driving and the reliability of the overall system. Obviously, there is an urgent need for a new vehicle power control system to solve at least one of the above problems.

[0004] It should be noted that the above content only provides background technical information related to the present application and does not necessarily constitute prior art. Summary of the invention

[0005] In view of the shortcomings of the prior art described above, the present application provides a vehicle power control system, method, electronic device and storage medium to avoid failure of non-drive related components, thereby improving the driving safety and reliability of the target vehicle.

[0006] Other features and advantages of the present application will become apparent from the following detailed description, or may be learned in part by the practice of the present application.

[0007] According to one aspect of an embodiment of the present application, a vehicle power control system is provided, comprising: an isolation control module and a power control module, the vehicle power control system being further respectively configured with a driving component and an auxiliary component of a target vehicle; the isolation control module being arranged between the driving component and the auxiliary component in the vehicle power control system, and being used to control the on and off of power; the power control module being connected to the isolation control module, the power control module being used to obtain fault information of the target vehicle, and if the fault information determines that a preset fault occurs to the auxiliary component, the component state of the auxiliary component is switched to an idle state, and the isolation control module is disconnected.

[0008] In one embodiment of the present application, based on the aforementioned scheme, the power control module is also used to control the isolation control module to close if the target vehicle is in a high-voltage power-on state or before a charging state; the power control module is also used to control the isolation control module to disconnect if the target vehicle is in a charging state until a connection request from the auxiliary component is received, and then control the isolation control module to close.

[0009] In one embodiment of the present application, based on the aforementioned scheme, the isolation control module is composed of a first contactor and a second contactor, the first contactor is connected between the first input end of the driving component and the second input end of the auxiliary component, and the second contactor is connected between the first output end of the driving component and the second output end of the auxiliary component.

[0010] In one embodiment of the present application, based on the aforementioned solution, the vehicle power control system also includes a first pre-charging module, which is connected in parallel with the first contactor, and the first pre-charging module is composed of a first pre-charging resistor and a first pre-charging contactor connected in series.

[0011] In one embodiment of the present application, based on the aforementioned scheme, the first pre-charging module is used to pre-charge the auxiliary component by controlling the second contactor and the first pre-charging contactor to close, until the auxiliary component reaches a first preset pre-charging condition, controls the first contactor to close, and controls the first pre-charging contactor to open to stop pre-charging the auxiliary component.

[0012] In one embodiment of the present application, based on the aforementioned scheme, the power control module includes a third contactor and a fourth contactor, the third contactor is connected between the positive pole of the power supply in the vehicle power control system and the first input terminal of the driving component, and the fourth contactor is connected between the negative pole of the power supply and the first output terminal of the driving component.

[0013] In one embodiment of the present application, based on the aforementioned scheme, the vehicle power control system also includes a second pre-charging module, the second pre-charging module is connected in parallel with the third contactor, and the second pre-charging module is composed of a second pre-charging resistor and a second pre-charging contactor connected in series.

[0014] In one embodiment of the present application, based on the aforementioned scheme, the second pre-charging module is used to pre-charge the drive component and the auxiliary component by controlling the isolation control module, the fourth contactor and the second pre-charging contactor to close before the target vehicle is in a high-voltage power-on state or a charging state, until the drive component and the auxiliary component reach a second preset pre-charging condition, control the third contactor to close, and control the second pre-charging contactor to disconnect, so as to achieve high-voltage power-on of the target vehicle.

[0015] According to one aspect of an embodiment of the present application, a vehicle power control method is provided, which is applicable to a vehicle power control system, and the method includes: obtaining fault information of a target vehicle; if it is determined based on the fault information that a preset fault occurs in an auxiliary component, the component state of the auxiliary component is switched to an idle state, and an isolation control module is disconnected, wherein the isolation control module is arranged between a driving component and the auxiliary component in the vehicle power control system, and is used to control the on and off of power.

[0016] According to one aspect of an embodiment of the present application, an electronic device is provided, comprising: one or more processors; a storage device for storing one or more programs, wherein when the one or more programs are executed by the one or more processors, the electronic device implements the vehicle power control method as described in the above embodiments.

[0017] The present application also provides a computer-readable storage medium having a computer program stored thereon. When the computer program is executed by a processor of a computer, the computer is enabled to execute the vehicle power control method as described in the above embodiments.

[0018] Beneficial effects of the present application: The present application improves vehicle safety performance, enhances vehicle system reliability and optimizes user experience through a vehicle power control system including an isolation control module and a power control module; wherein, the vehicle power control system is also respectively configured with driving components and auxiliary components of the target vehicle, the isolation control module is arranged between the driving components and the auxiliary components in the vehicle power control system, and is used to control the on and off of the power supply, the power control module is connected to the isolation control module, and the power control module is used to obtain fault information of the target vehicle. If the fault information determines that a preset fault occurs in the auxiliary component, the component state of the auxiliary component is switched to an idle state, and the isolation control module is disconnected. Through the above-mentioned isolation control module, it is ensured that the auxiliary component, i.e., the non-driving component, can be quickly isolated from the driving component when a fault occurs, so as to ensure the normal operation of the driving component and enhance the emergency response capability of the target vehicle in a fault state.

[0019] It should be understood that the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the present application. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] The drawings herein are incorporated into the specification and constitute a part of the specification, showing embodiments consistent with the present application, and together with the specification, are used to explain the principles of the present application. Obviously, the drawings described below are only some embodiments of the present application, and for those of ordinary skill in the art, other drawings can be obtained based on these drawings without creative work. In the drawings:

[0021] Figure 1 is a schematic diagram of an exemplary system architecture shown in an exemplary embodiment of the present application;

[0022] Figure 2 is a block diagram of a vehicle power control system shown in an exemplary embodiment of the present application;

[0023] Figure 3 is a block diagram of a vehicle power control system according to another exemplary embodiment of the present application;

[0024] Figure 4 is a flow chart of a vehicle power control method shown in an exemplary embodiment of the present application;

[0025] Figure 5 A schematic diagram of the structure of a computer system suitable for implementing an electronic device of an embodiment of the present application is shown. DETAILED DESCRIPTION

[0026] The following will describe the implementation methods of the present application with reference to the accompanying drawings and preferred embodiments. Those skilled in the art can easily understand other advantages and effects of the present application from the contents disclosed in this specification. The present application can also be implemented or applied through other different specific implementation methods, and the details in this specification can also be modified or changed in various ways based on different viewpoints and applications without departing from the spirit of the present application. It should be understood that the preferred embodiments are only for illustrating the present application, not for limiting the scope of protection of the present application.

[0027] It should be noted that the illustrations provided in the following embodiments are only used to illustrate the basic concept of the present application in a schematic manner, and therefore the illustrations only show components related to the present application rather than being drawn according to the number, shape and size of components in actual implementation. In actual implementation, the type, quantity and proportion of each component may be changed arbitrarily, and the component layout may also be more complicated.

[0028] In the following description, a large number of details are discussed to provide a more thorough explanation of the embodiments of the present application. However, it is obvious to those skilled in the art that the embodiments of the present application can be implemented without these specific details. In other embodiments, well-known structures and devices are shown in the form of block diagrams rather than in detail to avoid making the embodiments of the present application difficult to understand.

[0029] First of all, it should be noted that BusOff fault is a serious fault state in CAN bus communication, which means the bus is shut down. At this time, the ECU (electronic control unit) is disconnected from the bus and can neither receive messages from the bus nor send messages to the bus. The main causes of BusOff fault include physical layer line problems, CAN controller hardware failures, CAN bus signal interference, etc.

[0030] Figure 1 It is a schematic diagram of an exemplary system architecture shown in an exemplary embodiment of the present application.

[0031] Reference Figure 1As shown, the system architecture may include a data acquisition device 101 and a computer device 102. Among them, the computer device 102 may be at least one of a vehicle-mounted host, a desktop graphics processing unit (Graphic Processing Unit, GPU) computer, a GPU computing cluster, a neural network computer, etc. The data acquisition device 101 is used to collect fault information of the target vehicle. In this embodiment, the data acquisition device 101 obtains the above data and provides it to the computer device 102 for processing. Relevant technicians can use the computer device 102 to determine that a preset fault occurs in the auxiliary component through the fault information, then switch the component state of the auxiliary component to an idle state, and disconnect the isolation control module, wherein the isolation control module is arranged between the driving component and the auxiliary component in the vehicle power control system, and is used to control the power on and off. It should be noted that the data acquisition device 101 and the computer device 102 provided in this embodiment are only an example, and should not bring any restrictions to the functions and scope of use of the embodiments of the present application.

[0032] It should be noted that the vehicle power control method provided in the embodiment of the present application is generally executed by the computer device 102 , and accordingly, the vehicle power control system is generally disposed in the computer device 102 .

[0033] Figure 2 is a block diagram of a vehicle power control system shown in an exemplary embodiment of the present application. The device can be applied to Figure 1 The implementation environment shown in the figure is specifically configured in the computer device 102. The device can also be applied to other exemplary implementation environments and specifically configured in other devices. This embodiment does not limit the implementation environment to which the device is applied.

[0034] like Figure 2 As shown, the exemplary vehicle power control system includes: an isolation control module 210 and a power control module 220. The vehicle power control system is also respectively configured with a driving component and an auxiliary component of the target vehicle; the isolation control module 210 is arranged between the driving component and the auxiliary component in the vehicle power control system, and is used to control the power on and off; the power control module 220 is connected to the isolation control module 210, and the power control module 220 is used to obtain the fault information of the target vehicle. If the fault information determines that a preset fault occurs in the auxiliary component, the component state of the auxiliary component is switched to an idle state, and the isolation control module 210 is disconnected.

[0035] In one embodiment of the present application, the power control module 220 is also used to control the isolation control module 210 to close if the target vehicle is in a high-voltage power-on state or a charging state; the power control module 220 is also used to control the isolation control module 210 to disconnect if the target vehicle is in a charging state until a connection request from an auxiliary component is received, and the isolation control module 210 is controlled to close. In other words, the isolation control module 210 is closed before the target vehicle is powered on or charged at high voltage; when the target vehicle is charging, the isolation control module 210 is disconnected until a connection request from an auxiliary component is received, and the isolation control module 210 is closed. In order to achieve the purpose of reducing energy consumption, that is, the high-voltage power distribution of the auxiliary component is connected only when the system has a demand.

[0036] In one embodiment of the present application, the isolation control module 210 is composed of a first contactor and a second contactor, wherein the first contactor is connected between the first input end of the driving component and the second input end of the auxiliary component, and the second contactor is connected between the first output end of the driving component and the second output end of the auxiliary component. It can also be understood that the first input end of the driving component is connected to the second input end of the auxiliary component via the first contactor, and the second output end of the auxiliary component is connected to the first output end of the driving component via the second contactor.

[0037] In one embodiment of the present application, the vehicle power control system further includes a first pre-charging module, which is connected in parallel with the first contactor, and the first pre-charging module is composed of a first pre-charging resistor and a first pre-charging contactor connected in series.

[0038] In one embodiment of the present application, the first pre-charging module is used to pre-charge the auxiliary component by controlling the second contactor and the first pre-charging contactor to close until the auxiliary component reaches a first preset pre-charging condition, controls the first contactor to close, and controls the first pre-charging contactor to open to stop pre-charging the auxiliary component.

[0039] In this embodiment, after acquiring the fault information of the target vehicle, in the process of determining whether the auxiliary component has a preset fault, the first pre-charging contactor is closed after the second contactor is closed, so as to pre-charge the auxiliary component through the first pre-charging module until the auxiliary component reaches the first preset pre-charging condition, and after closing the first contactor, the first pre-charging contactor is disconnected to complete the pre-charging of the auxiliary component. The first preset pre-charging condition may be a first preset pre-charging voltage.

[0040] In one embodiment of the present application, the power control module includes a third contactor and a fourth contactor, the third contactor is connected between the positive pole of the power supply in the vehicle power control system and the first input terminal of the driving component, and the fourth contactor is connected between the negative pole of the power supply and the first output terminal of the driving component.

[0041] In one embodiment of the present application, the vehicle power control system further includes a second pre-charging module, the second pre-charging module is connected in parallel with the third contactor, and the second pre-charging module is composed of a second pre-charging resistor and a second pre-charging contactor connected in series.

[0042] In one embodiment of the present application, the second pre-charging module is used to pre-charge the drive components and auxiliary components by controlling the isolation control module, the fourth contactor and the second pre-charging contactor to close before the target vehicle is in a high-voltage power-on state or a charging state, until the drive components and auxiliary components reach a second preset pre-charging condition, control the third contactor to close, and control the second pre-charging contactor to disconnect, so as to achieve high-voltage power-on of the target vehicle. It is understandable that the power control module not only includes the third contactor, the fourth contactor, and the second pre-charging contactor, but also includes a controller, which is connected to the first contactor, the second contactor, and the first pre-charging contactor of the isolation control module, so as to control the first contactor, the second contactor, and the first pre-charging contactor to close or disconnect.

[0043] In this embodiment, before the target vehicle is in a high-voltage power-on state or a charging state, the isolation control module is closed, that is, the first contactor and the second contactor are closed, and after the fourth contactor is closed, the second pre-charge contactor is closed to pre-charge the drive component and the auxiliary component through the second pre-charge module until the drive component and the auxiliary component reach the second preset pre-charge condition. After the third contactor is closed, the second pre-charge contactor is disconnected to complete the high-voltage power-on of the target vehicle and complete the pre-charge of the drive component and the auxiliary component. Among them, the second preset pre-charge condition can be a second preset pre-charge voltage. In addition, the second preset pre-charge voltage can be the same as the first preset pre-charge voltage, or it can be different, and the present application does not limit this. It can be understood that since the drive component and the auxiliary component are in a parallel relationship, therefore, the drive component and the auxiliary component have the same voltage, that is, when the drive component reaches the second preset pre-charge voltage, the auxiliary component will also reach the second preset pre-charge voltage, and vice versa.

[0044] Figure 3 FIG. 1 is a block diagram of a vehicle power control system according to another exemplary embodiment of the present application. Figure 3 As shown, in an exemplary embodiment, the isolation control module is arranged between the driving component and the auxiliary component in the vehicle power control system, and is used to control the power on and off; the isolation control module is composed of a first contactor K6 and a second contactor K8, the first contactor K6 is connected between the first input end of the driving component and the second input end of the auxiliary component, and the second contactor K8 is connected between the first output end of the driving component and the second output end of the auxiliary component. For details, please refer to Figure 3As shown; the power control module is connected to the isolation control module, and the power control module is used to obtain the fault information of the target vehicle; the vehicle power control system also includes a first pre-charging module, the first pre-charging module is connected in parallel with the first contactor, and the first pre-charging module is composed of a first pre-charging resistor R2 and a first pre-charging contactor K7 connected in series; the first pre-charging module is used to control the second contactor K8 and the first pre-charging contactor K7 to close when determining whether the auxiliary component has a preset fault, and pre-charge the auxiliary component until the auxiliary component reaches the first preset pre-charging condition, controls the first contactor K6 to close, and controls the first pre-charging contactor K7 to disconnect to stop pre-charging the auxiliary component. The power control module includes a third contactor K1 and a fourth contactor K3, the third contactor K1 is connected between the positive pole of the power supply and the first input terminal of the driving component in the vehicle power control system, and the fourth contactor K3 is connected between the negative pole of the power supply and the first output terminal of the driving component. It can be understood that the first pre-charging module is used only in the process of fault diagnosis and elimination (i.e., determining whether the auxiliary component has a fault), and the first pre-charging module is not used under normal circumstances. In addition, when the fault diagnosis is eliminated, the driving component operates normally, so the third contactor K1 and the fourth contactor K3 are in a closed state.

[0045] Continue to refer to Figure 3 As shown, in an exemplary embodiment, the vehicle power control system also includes a second pre-charging module, which is connected in parallel with the third contactor K1. The second pre-charging module is used to pre-charge the driving components and auxiliary components by controlling the first contactor K6, the second contactor K8, the fourth contactor K3 and the second pre-charging contactor K2 to close before the target vehicle is in a high-voltage power-on state or a charging state, until the driving components and the auxiliary components reach a second preset pre-charging condition, control the third contactor K1 to close, and control the second pre-charging contactor K2 to disconnect, so as to achieve high-voltage power-on of the target vehicle.

[0046] Continue to refer to Figure 3As shown, in one embodiment of the present application, the present application distinguishes drive-related components, i.e., drive components, and non-drive-related components, i.e., auxiliary components, based on the conventional electric vehicle high-voltage system, and controls high-voltage power distribution separately. A set of accessory electrical controls (K6, K7, K8, R2) is added to enable non-drive-related components to be connected and disconnected from the power supply at any time; wherein, K6, K7, and K8 contactors are normally open contactors; before the vehicle starts to be high-voltage or charged, the K6 and K8 contactors are controlled to be closed, and then the K1, K2, K3 contactors and the pre-charging resistor R1 are pre-charged to realize the high-voltage power-on of the vehicle; the main purpose of pre-charging is to reduce the impact current at startup, and ensure that components such as the motor controller and the main relay are protected from damage by instantaneous high-current impact; since the motor controller contains a large-capacity capacitor, the capacitor needs to be charged when it is initially powered on; if not controlled, this large current will pose a threat to components such as the power supply and the rectifier, and may cause damage, thereby causing a fault.

[0047] Continue to refer to Figure 3 As shown, in this embodiment, when the target vehicle is driving or charging, when a non-power drive component fails, i.e., a preset failure occurs, the VDC (vehicle controller) first controls the non-power drive component to unload, and then cuts off the K6 and K8 contactors to ensure the minimum system driving of the power system and improve the driving reliability.

[0048] In this embodiment, if the vehicle system is not sure whether a non-power drive component fails (such as an insulation failure), the automatic control of ABA (cut, restore, cut) can be used to automatically troubleshoot the fault and realize the cut-off control of the non-drive component, i.e., the auxiliary component. It can be understood that automatic troubleshooting through the automatic control of ABA (cut, restore, cut) is an effective troubleshooting method. The core of this method is to observe the performance of the system under different states by controlling variables, so as to locate the source of the fault. The ABA method is to first cut off a component or module (A) suspected of causing the fault and observe the system performance; then restore the component or module (A) and observe the system performance again; finally, cut off the component or module (A) again to confirm whether the fault is caused by the component or module. This method is similar to a control experiment in a scientific experiment, which infers the cause of the fault by comparing the system performance under different conditions.

[0049] Continue to refer to Figure 3As shown, in this embodiment, when the target vehicle is in a high-voltage state, when the K6 and K8 contactors switch from disconnection to closing, the auxiliary components must first be pre-charged through the K7 pre-charge contactor and the R2 pre-charge resistor. After the preset pre-charge conditions are reached, the K6 and K8 contactors can be closed. After the K6 and K8 contactors are closed, the K7 pre-charge contactor is disconnected. The preset pre-charge conditions can be a preset voltage or other conditions, and this application does not limit this. It can be understood that when the whole vehicle is in a high-voltage state, it usually refers to that when new energy vehicles such as electric vehicles or hybrid vehicles are running, their high-voltage electrical system is in a working state. This high-voltage electrical system mainly includes power batteries, motor controllers, high-voltage wiring harnesses, high-voltage distribution boxes and other components, which work together to provide power for the vehicle.

[0050] Continue to refer to Figure 3 As shown, in this embodiment, when the whole vehicle system of the target vehicle is in a charging condition, the purpose of reducing energy consumption can be achieved by controlling the K6 and K8 contactors of the non-power drive components to be cut off, that is, the high-voltage power distribution of the non-power drive components is connected only when the system has a demand.

[0051] Reference Figure 3 As shown, in this embodiment, the power drive related components, namely the driving components, include but are not limited to the front wheel drive motor / front axle drive motor, the rear wheel drive motor / rear axle drive motor, the range extender and the DCDC converter (direct current / direct current converter), and the non-power drive components / non-power drive related components, namely the auxiliary components, include but are not limited to the air conditioning compressor, the air conditioning PTC (Positive Temperature Coefficient Thermistor) (a positive temperature coefficient thermistor for controlling the heating and cooling process, namely the PTC thermistor), the battery PTC (a positive temperature coefficient thermistor for battery thermal management), the front suspension, the rear suspension and the onboard charger (Onboard Charger, referred to as OBC). It should be noted that the above-mentioned driving components and auxiliary components are only for illustration. In actual applications, the components of the target vehicle can be divided according to the conventionally defined driving components and non-driving components, namely the auxiliary components, or the components of the target vehicle can be divided according to the preset division rules to obtain customized driving components and auxiliary components, and the present application does not limit this.

[0052] Preferably, the target components are screened from the auxiliary components according to the preset screening rules, and a corresponding contactor is set for each target component to control the power on and off of each target component individually according to the demand, so as to avoid the failure of a certain auxiliary component affecting the driving safety and reliability, and minimize the impact of the failure of non-drive-related components on the driving safety and reliability, and also save high-voltage energy and reduce energy consumption. Among them, the preset screening rules can include the degree of influence on the driving safety of the vehicle, and can also be other screening rules such as the importance of the component. Preferably, the preset screening rules are that the degree of influence on the driving safety of the vehicle is low, or the importance of the component is low, etc. This embodiment is only a preferred example, and this application does not limit this.

[0053] Figure 4 is a flow chart of a vehicle power control method shown in an exemplary embodiment of the present application. The method is applicable to a vehicle power control system. The vehicle power control method can be executed by a computing and processing device. The computing and processing device can be Figure 1 The computer device 102 shown in FIG. Figure 4 As shown, the vehicle power control method at least includes steps S410 to S420, which are described in detail as follows:

[0054] In step S410, the fault information of the target vehicle is obtained.

[0055] In one embodiment of the present application, the fault information of the target vehicle can be obtained through the on-board diagnostic system (OBD), and the fault information may include the faulty component and the diagnostic fault code. The on-board diagnostic system, also known as the on-board automatic diagnostic system, can monitor the operating status of various systems and sensors of the vehicle. Once an abnormality or fault is found, the fault code will be recorded and reported immediately to help the owner and maintenance personnel quickly locate the problem.

[0056] In step S420, if it is determined based on the fault information that a preset fault occurs in the auxiliary component, the component state of the auxiliary component is switched to an idle state, and the isolation control module is disconnected.

[0057] Among them, the isolation control module is arranged between the driving component and the auxiliary component in the vehicle power control system, and is used to control the on and off of the power supply.

[0058] In one embodiment of the present application, the process before fault information determines that a preset fault occurs in an auxiliary component also includes the following steps: obtaining component information of each component in the target vehicle, classifying each component according to the component information, and classifying each component into a driving component or an auxiliary component according to the classification result.

[0059] In one embodiment of the present application, the process after obtaining the fault information of the target vehicle also includes the following steps: disconnecting the isolation control module to put the auxiliary component in a disconnected state, and detecting whether fault information exists; if no fault information exists, it is determined that the auxiliary component has a fault, and the fault information is matched with a preset fault. If the match is successful, it is determined that the auxiliary component has a preset fault; if fault information exists, it is determined that the drive component has a fault; and prompt information is generated based on the fault information to prompt the user of the target vehicle through the prompt information. The prompt information can be a sound prompt, a text prompt, an alarm prompt, or other prompt methods. If the prompt information is a text prompt, the prompt information can include words such as "The drive component has a fault, please pull over as soon as possible."

[0060] In this embodiment, the isolation control module is disconnected to put the auxiliary component in a disconnected state, and it is detected whether fault information exists; if fault information exists, it is determined that the faulty component includes the drive component; the fault information of the target vehicle is matched with the preset auxiliary fault, and if the match is successful, it is determined that both the drive component and the auxiliary component have failed; if the match fails, it is determined that only the drive component has failed.

[0061] In one embodiment of the present application, when determining whether a preset fault occurs in an auxiliary component, the auxiliary component is pre-charged by controlling the second contactor and the first pre-charge contactor to close until the auxiliary component reaches a first preset pre-charge condition, the first contactor is controlled to close, and the first pre-charge contactor is controlled to disconnect to stop pre-charging the auxiliary component, wherein the isolation control module is composed of a first contactor and a second contactor, the first contactor is connected between the first input terminal of the driving component and the second input terminal of the auxiliary component, the second contactor is connected between the first output terminal of the driving component and the second output terminal of the auxiliary component, the first pre-charge module is connected in parallel with the first contactor, and the first pre-charge module is composed of a pre-charge resistor connected in series and a first pre-charge contactor.

[0062] In one embodiment of the present application, before the target vehicle is in a high-voltage power-on state or a charging state, the drive components and auxiliary components are pre-charged by controlling the isolation control module, the fourth contactor, and the second pre-charge contactor to close, until the drive components and auxiliary components reach the second preset pre-charge condition, the third contactor is controlled to close, and the second pre-charge contactor is controlled to disconnect, so as to realize the high-voltage power-on of the target vehicle. Wherein, the third contactor is connected between the positive electrode of the power supply in the vehicle power control system and the first input terminal of the drive component, the fourth contactor is connected between the negative electrode of the power supply and the first output terminal of the drive component, the second pre-charge module is connected in parallel with the third contactor, and the second pre-charge module is composed of a second pre-charge resistor and a second pre-charge contactor connected in series.

[0063] In one embodiment of the present application, if the target vehicle is in a charging state, the isolation control module is controlled to be disconnected; if a connection request of an auxiliary component is received, the isolation control module is controlled to be closed.

[0064] In one embodiment of the present application, the fault type is determined by one or more of the following methods: obtaining fault information, the fault information includes faulty components and diagnostic fault codes, parsing the diagnostic fault codes, and determining the fault type according to the parsing results, such as high-voltage interlock fault, overvoltage and overcurrent fault, communication Busoff fault, etc.; automatically troubleshooting the fault by automatically controlling the auxiliary components through ABA (cut-off, recovery, cut-off), and realizing the cut-off control of non-driving components, i.e., auxiliary components, to determine the fault type, such as insulation fault of auxiliary components. The method in this embodiment can realize the domain control of high-voltage power distribution, the target vehicle can self-diagnose the insulation fault of non-driving strongly related components, i.e., auxiliary components, and disconnect the high-voltage power distribution of non-power domain components, can identify the high-voltage interlock fault of non-driving strongly related components, and disconnect the high-voltage power distribution of non-power domain components, can identify the overvoltage and overcurrent fault of non-driving strongly related components, and disconnect the high-voltage power distribution of non-power domain components, can identify the communication Busoff fault of non-driving strongly related components, and disconnect the high-voltage power distribution of non-power domain components, and can also improve the safety and reliability of driving and improve energy utilization.

[0065] It should be noted that the vehicle power control method provided in the above embodiment and the vehicle power control system provided in the above embodiment belong to the same concept, wherein the specific manner in which each module and unit performs the operation has been described in detail in the system embodiment and will not be repeated here. In practical applications, the vehicle power control system provided in the above embodiment can distribute the above functions to different functional modules as needed, that is, divide the internal structure of the device into different functional modules to complete all or part of the functions described above, and this is not limited here. In practical applications, the vehicle power control method provided in the above embodiment can combine or decompose the above steps into multiple steps as needed, and can also add or reduce some steps within the scope of the above vehicle power control method to complete all or part of the functions described above, and this is not limited here.

[0066] The present application provides a vehicle power control system, method, electronic device and storage medium, the system includes an isolation control module and a power control module, the vehicle power control system is also respectively configured with a driving component and an auxiliary component of a target vehicle, the isolation control module is arranged between the driving component and the auxiliary component in the vehicle power control system, and is used to control the on and off of the power supply, the power control module is connected to the isolation control module, and the power control module is used to obtain fault information of the target vehicle, if the fault information determines that a preset fault occurs in the auxiliary component, the component state of the auxiliary component is switched to an idle state, and the isolation control module is disconnected; the above system avoids the problem that when a non-drive-related component fails, the risk can only be avoided by turning off the high voltage of the whole vehicle, thereby improving the safety and reliability of driving, and solving the problem that in the high-voltage system of an electric vehicle in the related technology, the drive-related components and the non-drive-related components are directly connected in parallel, and when a non-drive-strongly related component fails, isolation and separate control cannot be achieved, and the high-voltage risk can only be avoided by turning off the power of the whole vehicle.

[0067] It can also identify application scenarios and not provide high-voltage power to related components when there is no need to drive them, thus saving high-voltage energy and reducing energy consumption.

[0068] An embodiment of the present application also provides an electronic device, comprising: one or more processors; a storage device for storing one or more programs, when the one or more programs are executed by one or more processors, the electronic device implements the vehicle power control method provided in the above-mentioned embodiments.

[0069] Figure 5 The structure diagram of the computer system suitable for implementing the electronic device of the embodiment of the present application is shown. It should be noted that: Figure 5 The computer system 500 of the electronic device shown is only an example and should not bring any limitation to the functions and scope of use of the embodiments of the present application.

[0070] like Figure 5 As shown, the computer system 500 includes a central processing unit (CPU) 501, which can perform various appropriate actions and processes according to the program stored in the read-only memory (ROM) 502 or the program loaded from the storage part 508 to the random access memory (RAM) 503, such as executing the methods provided in the above-mentioned various embodiments. In the RAM 503, various programs and data required for system operation are also stored. The CPU 501, the ROM 502 and the RAM 503 are connected to each other through the bus 504. The input / output (I / O) interface 505 is also connected to the bus 504.

[0071] The following components are connected to the I / O interface 505: an input section 506 including a keyboard, a mouse, etc.; an output section 507 including a cathode ray tube (CRT), a liquid crystal display (LCD), etc., and a speaker; a storage section 508 including a hard disk, etc.; and a communication section 509 including a network interface card such as a LAN (Local Area Network) card, a modem, etc. The communication section 509 performs communication processing via a network such as the Internet. A drive 510 is also connected to the I / O interface 505 as needed. A removable medium 511, such as a magnetic disk, an optical disk, a magneto-optical disk, a semiconductor memory, etc., is installed on the drive 510 as needed so that a computer program read therefrom is installed into the storage section 508 as needed.

[0072] In particular, according to an embodiment of the present application, the process described above with reference to the flowchart can be implemented as a computer software program. For example, an embodiment of the present application includes a computer program product, which includes a computer program carried on a computer-readable medium, and the computer program includes a computer program 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 section 509, and / or installed from a removable medium 511. When the computer program is executed by a central processing unit (CPU) 501, various functions defined in the system of the present application are executed.

[0073] It should be noted that the computer-readable medium shown in the embodiment of the present application can be a computer-readable signal medium or a computer-readable storage medium or any combination of the above two. The computer-readable storage medium can be, for example, an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, device or device, or any combination of the above. More specific examples of computer-readable storage media may include, but are not limited to: an electrical connection with one or more wires, a portable computer disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM), a flash memory, an optical fiber, a portable compact disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the above. In the present application, a computer-readable signal medium may include a data signal propagated in a baseband or as part of a carrier wave, wherein a computer-readable computer program is carried. This propagated data signal can take a variety of forms, including but not limited to an electromagnetic signal, an optical signal, or any suitable combination of the above. A computer-readable signal medium may also be any computer-readable medium other than a computer-readable storage medium, which may send, propagate or transmit a program for use by or in conjunction with an instruction execution system, apparatus or device. A computer program contained on a computer-readable medium may be transmitted using any appropriate medium, including but not limited to: wireless, wired, etc., or any suitable combination of the above.

[0074] The flowchart and block diagram in the accompanying drawings illustrate the possible architecture, functions and operations of the system, method and computer program product according to various embodiments of the present application. Wherein, each box in the flowchart or block diagram can represent a module, a program segment, or a part of the code, and the above-mentioned module, program segment, or a part of the code contains one or more executable instructions for realizing the specified logical function. It should also be noted that in some alternative implementations, the functions marked in the box can also occur in a different order from the order marked in the accompanying drawings. For example, two boxes represented in succession can actually be executed substantially in parallel, and they can sometimes be executed in the opposite order, depending on the functions involved. It should also be noted that each box in the block diagram or flowchart, and the combination of boxes in the block diagram or flowchart can be implemented with a dedicated hardware-based system that performs a specified function or operation, or can be implemented with a combination of dedicated hardware and computer instructions.

[0075] The units involved in the embodiments described in this application may be implemented by software or hardware, and the units described may also be set in a processor. The names of these units do not, in some cases, constitute limitations on the units themselves.

[0076] Another aspect of the present application also provides a computer-readable storage medium on which a computer program is stored. When the computer program is executed by a processor of a computer, the computer executes the vehicle power control method provided in the above embodiments. The computer-readable storage medium may be included in the electronic device described in the above embodiments, or may exist independently without being assembled into the electronic device.

[0077] It should be noted that, although several modules or units of the equipment for action execution are mentioned in the above detailed description, this division is not mandatory. In fact, according to the embodiments of the present application, the features and functions of two or more modules or units described above can be embodied in one module or unit. On the contrary, the features and functions of one module or unit described above can be further divided into being embodied by multiple modules or units.

[0078] Another aspect of the present application also provides a computer program product or a computer program, which includes computer instructions stored in a computer-readable storage medium. A processor of a computer device reads the computer instructions from the computer-readable storage medium, and the processor executes the computer instructions, so that the computer device executes the vehicle power control method provided in each of the above embodiments.

[0079] Through the description of the above implementation methods, it is easy for those skilled in the art to understand that the example implementation methods described here can be implemented by software or by combining software with necessary hardware. Therefore, the technical solution according to the implementation methods of the present application can be embodied in the form of a software product, which can be stored in a non-volatile storage medium (which can be a CD-ROM, a USB flash drive, a mobile hard disk, etc.) or on a network, and includes several instructions to enable a computing device (which can be a personal computer, a server, a touch terminal, or a network device, etc.) to execute the method according to the implementation methods of the present application.

[0080] Those skilled in the art will readily appreciate other embodiments of the present application after considering the specification and practicing the embodiments disclosed herein. The present application is intended to cover any variations, uses or adaptations of the present application, which follow the general principles of the present application and include common knowledge or customary technical means in the art that are not disclosed in the present application.

[0081] The above embodiments are merely illustrative of the principles and effects of the present application, and are not intended to limit the present application. Anyone familiar with the technology may modify or change the above embodiments without violating the spirit and scope of the present application. Therefore, all equivalent modifications or changes made by a person of ordinary skill in the art without departing from the spirit and technical ideas disclosed in the present application shall still be covered by the claims of the present application.

Claims

1. A vehicle power control system, characterized in that: The vehicle power control system includes an isolation control module and a power control module, and the vehicle power control system is also respectively configured with a driving component and an auxiliary component of the target vehicle; The isolation control module is arranged between the driving component and the auxiliary component in the vehicle power control system and is used to control the on and off of the power supply; The power control module is connected to the isolation control module, and the power control module is used to obtain fault information of the target vehicle. If the fault information determines that a preset fault occurs in the auxiliary component, the component state of the auxiliary component is switched to an idle state, and the isolation control module is disconnected.

2. The vehicle power control system according to claim 1, characterized in that: The power control module is also used to control the isolation control module to close if the target vehicle is in a high-voltage power-on state or before a charging state; the power control module is also used to control the isolation control module to disconnect if the target vehicle is in a charging state until a connection request from the auxiliary component is received, and then control the isolation control module to close.

3. The vehicle power control system according to claim 1, characterized in that: The isolation control module is composed of a first contactor and a second contactor, wherein the first contactor is connected between the first input end of the driving component and the second input end of the auxiliary component, and the second contactor is connected between the first output end of the driving component and the second output end of the auxiliary component.

4. The vehicle power control system according to claim 3, characterized in that: The vehicle power control system further includes a first pre-charging module, which is connected in parallel with the first contactor, and the first pre-charging module is composed of a first pre-charging resistor and a first pre-charging contactor connected in series.

5. The vehicle power control system according to claim 4, characterized in that: The first pre-charging module is used to pre-charge the auxiliary component by controlling the second contactor and the first pre-charging contactor to close, until the auxiliary component reaches a first preset pre-charging condition, controls the first contactor to close, and controls the first pre-charging contactor to open to stop pre-charging the auxiliary component.

6. The vehicle power control system according to claim 1, characterized in that: The power control module includes a third contactor and a fourth contactor, the third contactor is connected between the positive pole of the power supply in the vehicle power control system and the first input terminal of the driving component, and the fourth contactor is connected between the negative pole of the power supply and the first output terminal of the driving component.

7. The vehicle power control system according to claim 6, characterized in that: The vehicle power control system further includes a second pre-charging module, which is connected in parallel with the third contactor, and the second pre-charging module is composed of a second pre-charging resistor and a second pre-charging contactor connected in series.

8. The vehicle power control system according to claim 7, characterized in that: The second pre-charging module is used to pre-charge the driving component and the auxiliary component by controlling the isolation control module, the fourth contactor and the second pre-charging contactor to close before the target vehicle is in a high-voltage power-on state or a charging state, until the driving component and the auxiliary component reach a second preset pre-charging condition, control the third contactor to close, and control the second pre-charging contactor to disconnect, so as to achieve high-voltage power-on of the target vehicle.

9. A vehicle power control method, characterized in that: Applicable to a vehicle power control system, the method comprises: Obtain fault information of the target vehicle; If it is determined based on the fault information that a preset fault occurs in the auxiliary component, the component state of the auxiliary component is switched to an idle state, and the isolation control module is disconnected, wherein the isolation control module is arranged between the driving component and the auxiliary component in the vehicle power control system, and is used to control the power on and off.

10. An electronic device, characterized in that: The electronic device comprises: one or more processors; A storage device for storing one or more programs, when the one or more programs are executed by the one or more processors, enables the electronic device to implement the vehicle power control method as claimed in claim 9.

11. A computer-readable storage medium, characterized in that: A computer program is stored thereon, and when the computer program is executed by a processor of a computer, the computer is caused to execute the vehicle power supply control method according to claim 9.

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