Vehicle control system and method and vehicle

Abstract

The invention relates to a vehicle control system and method and a vehicle. The vehicle control system comprises a first power module and a second power module. The rated power of the first direct-current converter is greater than that of the second direct-current converter; the first direct-current converter responds to the running mode of the vehicle, converts high voltage provided by the power battery system into low voltage and transmits the low voltage to the vehicle load; the second direct-current converter responds to the non-driving mode of the vehicle, converts the high voltage provided by the power battery system into low voltage and transmits the low voltage to the vehicle load; wherein the electricity consumption of the vehicle in the driving mode is greater than the electricity consumption of the vehicle in the non-driving mode. According to different vehicle power consumption conditions, the direct-current converter in a higher efficiency interval can be selected to supply power to the vehicle, the high-voltage-low-voltage conversion efficiency is improved, and energy consumption waste is reduced.

Description

Technical Field

[0001] The present disclosure relates to the technical field of vehicles, and particularly to a vehicle control system, a method, and a vehicle. Background Art

[0002] With the continuous development of new energy vehicle technology, the functions of new energy vehicles are becoming more and more diverse, such as sentry mode, in-vehicle refrigerator, remote viewing of vehicle information, and many other modes to meet the different needs of users. However, in these mode states, the actual output power of the DC converter is relatively low, and the conversion efficiency during high-voltage to low-voltage conversion is relatively low, resulting in relatively serious energy consumption losses in the vehicle. Moreover, since the energy of the vehicle battery is limited, the energy consumption losses will affect the vehicle operation, leading to a poor user experience. Summary of the Invention

[0003] To solve the above technical problems, the present disclosure provides a vehicle control system, a method, and a vehicle.

[0004] In a first aspect, the present disclosure provides a vehicle control system, including a first power supply module and a second power supply module; the first power supply module includes a first DC converter, and the second power supply module includes a second DC converter;

[0005] Both the first DC converter and the second DC converter are electrically connected to the power battery system of the vehicle; the rated power of the first DC converter is greater than the rated power of the second DC converter;

[0006] The first DC converter responds to the vehicle being in a driving mode, converts the high voltage provided by the power battery system into a low voltage, and transmits it to the vehicle load; the second DC converter responds to the vehicle being in a non-driving mode, converts the high voltage provided by the power battery system into a low voltage, and transmits it to the vehicle load;

[0007] Wherein, the power consumption of the vehicle when it is in the driving mode is greater than the power consumption of the vehicle when it is in the non-driving mode.

[0008] In some embodiments, the second DC converter also responds to the vehicle being in the driving mode, converts the high voltage provided by the power battery system into a low voltage, and transmits it to the vehicle load.

[0009] In some embodiments, it further includes: an isolation module;

[0010] The isolation module is connected between the first power supply module and the second power supply module;

[0011] The isolation module is configured to cut off the electrical connection between the faulty power module and the vehicle load in response to a failure of the first power module or the second power module when the vehicle is in the driving mode.

[0012] In some embodiments, the first power module further includes a first battery;

[0013] The first battery is electrically connected to the first DC converter and the second DC converter;

[0014] When the vehicle is in the non-driving mode, the second power module supplies power to the first battery through the second DC converter in response to the power of the first battery being lower than a preset power threshold; the first battery is used to supply power to the vehicle load.

[0015] In some embodiments, it further includes: a plurality of control switches;

[0016] The control switch is electrically connected between the first DC converter and the vehicle load, and / or the control switch is electrically connected between the second DC converter and the vehicle load.

[0017] In a second aspect, the present disclosure further provides a vehicle control method, which is applied to any of the vehicle control systems provided in the first aspect; the control method includes:

[0018] In response to the vehicle being in the driving mode, at least control the first DC converter to conduct;

[0019] In response to the vehicle being in the non-driving mode, control the second DC converter to conduct and control the first DC converter to turn off;

[0020] Wherein, the rated power of the first DC converter is greater than the rated power of the second DC converter; the power consumption of the vehicle in the driving mode is greater than the power consumption of the vehicle in the non-driving mode.

[0021] In some embodiments, it further includes:

[0022] In response to the vehicle being in the driving mode, control the second DC converter to conduct.

[0023] In some embodiments, the step of, in response to the vehicle being in the non-driving mode, controlling the second DC converter to conduct and controlling the first DC converter to turn off includes:

[0024] Based on the vehicle being in a stationary state and the user being outside the vehicle, determine that the vehicle is in the non-driving mode, control the second DC converter to conduct and control the first DC converter to turn off.

[0025] In some embodiments, it further includes:

[0026] Based on the vehicle being in at least one of a sentry mode, an in-vehicle refrigerator startup mode, an intelligent power replenishment mode, a remote control mode, a plug-in charging mode, and a static display mode, it is determined that the vehicle is in a non-driving mode.

[0027] In some embodiments, it further includes:

[0028] Obtain a fault signal of the vehicle;

[0029] Based on the fault signal, it is determined that the first power module fails or the second power module fails, and the electrical connection between the faulty power module and the vehicle load is cut off through an isolation module.

[0030] In a third aspect, the present disclosure further provides a vehicle, including any of the vehicle control systems provided in the first aspect.

[0031] The technical solution provided by the present disclosure has the following advantages compared with the prior art:

[0032] In the vehicle control system provided by the present disclosure, it includes a first DC converter and a second DC converter, and the rated power of the first DC converter is greater than the rated power of the second DC converter. The first DC converter responds to the vehicle being in a driving mode, converts the high voltage provided by the power battery system into low voltage, and transmits it to the vehicle load; the second DC converter responds to the vehicle being in a non-driving mode, converts the high voltage provided by the power battery system into low voltage, and transmits it to the vehicle load; wherein, the power consumption of the vehicle in the driving mode is greater than the power consumption of the vehicle in the non-driving mode. The high-low voltage conversion efficiency of the DC converter is not a fixed value, but is related to the ratio of its actual output power to the rated power. The lower the ratio of the two, the lower the conversion efficiency, resulting in serious energy consumption losses. Since the power consumption of the vehicle is different in different modes, in order to improve the conversion efficiency of the DC converter in different modes, the present disclosure provides a first DC converter with a larger rated power and a second DC converter with a smaller rated power, which can supply power to the vehicle load when the vehicle is in different modes. Thus, the present disclosure can select a DC converter in a higher efficiency range to supply power to the vehicle according to different vehicle power consumption situations, improve the high-voltage to low-voltage conversion efficiency, and reduce energy consumption waste. Description of the Drawings

[0033] The drawings here are incorporated into the specification and form a part of this specification, showing embodiments consistent with the present disclosure, and are used together with the specification to explain the principles of the present disclosure.

[0034] To more clearly illustrate the technical solutions in the embodiments of the present disclosure or the prior art, the following will briefly introduce the drawings required for the description of the embodiments or the prior art. Obviously, for those of ordinary skill in the art, without creative efforts, other drawings can also be obtained based on these drawings.

[0035] Figure 1 It is a schematic diagram of the conversion efficiency curve of a DC converter;

[0036] Figure 2 It is a schematic diagram of the structure of a vehicle control system provided by an embodiment of the present disclosure;

[0037] Figure 3 It is a schematic flowchart of a vehicle control method provided by an embodiment of the present disclosure;

[0038] Figure 4 It is a schematic diagram of the structure of a vehicle provided by an embodiment of the present disclosure. Detailed implementation manners

[0039] In order to more clearly understand the above objects, features, and advantages of the present disclosure, the following will further describe the solutions of the present disclosure. It should be noted that, without conflict, the embodiments of the present disclosure and the features in the embodiments can be combined with each other.

[0040] In the following description, many specific details are set forth to fully understand the present disclosure, but the present disclosure can also be implemented in other ways different from those described herein; obviously, the embodiments in the specification are only a part of the embodiments of the present disclosure, rather than all of the embodiments.

[0041] In the related art, a vehicle is usually provided with a DC converter, and the rated power of this DC converter is relatively high, for example, the rated power is 3KW. However, the conversion efficiency of the DC converter is not a fixed value, but will change with the change of the actual output power. Figure 1 It is a schematic diagram of the conversion efficiency curve of a DC converter, refer to Figure 1It can be seen that the abscissa is the actual output power (the ratio of the actual output power to the rated power), and the ordinate is the high-low voltage conversion efficiency. The ratio of the actual output power of the DC converter to the rated power will affect the conversion efficiency of the DC converter. L1 is the conversion efficiency when the vehicle is stationary and running in a non-driving mode alone, L2 is the efficiency when the vehicle is driving smoothly and the functions of air conditioning, rear defrosting, and seat heating are not allowed, and L3 is the efficiency when the vehicle is driving in a sports mode with a high-power device load. The functions of existing new energy vehicles are becoming more and more abundant, with a variety of different modes. The power consumption of the vehicle load is different in different modes, resulting in different actual output powers of the DC converter. For example, when the power consumption of the vehicle is low, the ratio of the actual output power of the DC converter to the rated power is low, resulting in a low conversion rate and serious energy consumption loss. When the power consumption is low, the conversion rate may not reach 90%, and some are even lower than 86%, with low efficiency. Therefore, how to make the DC converter of the vehicle have a high conversion efficiency in different modes is an urgent problem to be solved at present.

[0042] In view of at least one of the above technical problems, embodiments of the present disclosure provide a vehicle control system, method, and vehicle. Among them, the vehicle control system includes a first power module and a second power module, and the rated power of the first DC converter is greater than the rated power of the second DC converter. The power consumption of the vehicle when it is in the driving mode is greater than the power consumption of the vehicle when it is in the non-driving mode. Therefore, when the vehicle is in the driving mode, the first DC converter converts the high voltage provided by the power battery system into low voltage and transmits it to the vehicle load; when the vehicle is in the non-driving mode, the second DC converter responds to the vehicle being in the non-driving mode, converts the high voltage provided by the power battery system into low voltage, and transmits it to the vehicle load. The present disclosure can select a DC converter in a higher efficiency range to supply power to the vehicle according to different vehicle power consumption situations, improve the high-voltage to low-voltage conversion efficiency, and reduce energy consumption waste.

[0043] The vehicle control system, method, and vehicle provided by embodiments of the present disclosure will be described exemplarily below with reference to the accompanying drawings.

[0044] Exemplarily, Figure 2 is a schematic structural diagram of a vehicle control system provided by an embodiment of the present disclosure. Referring to Figure 2 , the vehicle control system includes a first power module 10 and a second power module 20; the first power module 10 includes a first DC converter 11, and the second power module 20 includes a second DC converter 21.

[0045] Both the first DC converter 11 and the second DC converter 21 are electrically connected to the power battery system of the vehicle; the rated power of the first DC converter 11 is greater than the rated power of the second DC converter 21.

[0046] The first DC converter 11 converts the high voltage provided by the power battery system into low voltage in response to the vehicle being in the driving mode, and transmits it to the vehicle load 40; the second DC converter 21 converts the high voltage provided by the power battery system into low voltage in response to the vehicle being in the non-driving mode, and transmits it to the vehicle load 40.

[0047] Among them, the power consumption of the vehicle in the driving mode is greater than that in the non-driving mode.

[0048] The vehicle control system includes a first power supply module 10 and a second power supply module 20. Among them, the first power supply module 10 includes a first DC converter 11, and the second power supply module 20 includes a second DC converter 21. The rated power of the first DC converter 11 is greater than that of the second DC converter 21. For example, the rated power of the second DC converter 21 is set to 0 - 1000W, and the rated power of the first DC converter 11 is greater than that of the second DC converter 21, for example, it is 2700W. Both the first power supply module 10 and the second power supply module 20 supply power to the low-voltage system of the vehicle. Both the first DC converter 11 and the second DC converter 21 are electrically connected to the power battery system of the vehicle, convert the high-voltage power provided by the power battery system into low-voltage power, and supply power to the low-voltage system of the vehicle.

[0049] Since the rated powers of the first DC converter 11 and the second DC converter 21 are different, the actual output powers corresponding to their relatively high conversion efficiencies are also different. When the power consumption of the vehicle load 40 is high, the rated power of the first DC converter 11 is high, while the rated power of the second DC converter 21 is low. The second DC converter 21 cannot meet the power consumption requirements of the vehicle load 40, so the first DC converter 11 needs to supply power to the vehicle load 40. When the power consumption of the vehicle load 40 is low, the power consumption demand of the vehicle is low. At this time, if the first DC converter 11 is used to supply power to the vehicle load 40, the high-low voltage conversion efficiency is low. Therefore, the second DC converter 21 is used to supply power to the vehicle load 40, and the high-low voltage conversion efficiency is high, which can also meet the power consumption requirements of the vehicle load 40. Also, because the power consumption requirements of the vehicle are different in different vehicle modes, it is possible to directly select whether to supply power to the vehicle load 40 by the first DC converter 11 or the second DC converter 21 according to the vehicle mode. For example, when the vehicle is in the driving mode, there are more devices that need power in the vehicle low-voltage system, and the overall power consumption is high. The first DC converter 11 responds to the vehicle being in the driving mode, converts the high voltage provided by the power battery system into low voltage, and transmits it to the vehicle load 40. When the vehicle is in the non-driving mode, there are fewer devices that need power in the vehicle low-voltage system, and the overall power consumption is low. The second DC converter 21 responds to the vehicle being in the non-driving mode, converts the high voltage provided by the power battery system into low voltage, and transmits it to the vehicle load 40. Therefore, the vehicle can obtain a relatively high high-low voltage conversion rate under different power consumptions (power consumptions), reduce the energy consumption and range loss during vehicle parking, reduce power waste, and improve user satisfaction at the same time.

[0050] In the vehicle control system provided by the embodiments of the present disclosure, the high-low voltage conversion efficiency of the DC converter is not a fixed value, but is related to the ratio of its actual output power to the rated power. The lower the ratio of the two, the lower the conversion efficiency, resulting in serious energy consumption losses. When the vehicle is in different modes, the power consumption is different. In order to improve the conversion efficiency of the DC converter in different modes, the present disclosure provides a first DC converter with a relatively large rated power and a second DC converter with a relatively small rated power, which can supply power to the vehicle load when the vehicle is in different modes, so that the vehicle has a relatively high high-voltage - low-voltage conversion efficiency under different power consumptions. Thus, the present disclosure can select a DC converter in a higher efficiency range to supply power to the vehicle according to different vehicle power consumption situations, improve the high-voltage - low-voltage conversion efficiency, and reduce energy consumption waste.

[0051] In some embodiments, with continued reference to Figure 2 , the second DC converter 21 also responds to the vehicle being in the driving mode, converts the high voltage provided by the power battery system into low voltage, and transmits it to the vehicle load 40.

[0052] Exemplarily, when the vehicle is in the driving mode, the second DC converter 21 can also convert the power provided by the power system into low voltage, and jointly supply power to the vehicle load 40 with the first DC converter 11, improving the overall actual output power of the vehicle and meeting the power consumption needs of more low-voltage system loads. Through redundant design, the reliability of the system can be improved. When the first DC converter 11 fails in the driving mode, the second DC converter 21 can immediately supply power to the vehicle, avoiding safety risks caused by power interruption. And in the driving mode, there may be more vehicle loads, such as air conditioners, charging devices, etc. The second DC converter 21 can jointly share the power consumption needs of the vehicle load 40 with the first DC converter 21, avoiding overload of a single device and improving the overall conversion efficiency.

[0053] In some embodiments, with continued reference to Figure 2 , it further includes: an isolation module 30.

[0054] The isolation module 30 is connected between the first power module 10 and the second power module 20.

[0055] The isolation module 30 is used to cut off the electrical connection between the faulty power module and the vehicle load 40 in response to a failure of the first power module 10 or the second power module 20 when the vehicle is in the driving mode.

[0056] The vehicle control system is also provided with an isolation mode. The isolation module 30 is electrically connected between the first power module 10 and the second power module 20, playing a role in isolating and protecting the first power module 10 and the second power module 20. And when the vehicle is in the driving mode and a problem of failure of the first power module 10 or the second power module 20 occurs, the isolation module 30 can quickly cut off the electrical connection between the faulty power module and the vehicle load 40, avoiding damage to more devices.

[0057] Exemplarily, when a certain power module has problems such as short circuit, overvoltage, overcurrent, etc., the isolation module 30 can immediately cut off the electrical connection between the faulty power module and the vehicle load 40, avoiding the conduction of fault current or abnormal voltage to another normal power module and preventing overload or damage of another power module. If the faulty power module is not isolated, it may inversely affect the power battery system, resulting in abnormalities on the high-voltage side. And setting the isolation module 30 can avoid the power battery system being affected by low-voltage side faults. For example, when the first power module 10 fails, the isolation module 30 immediately blocks the electrical connection between the first power module 10 and the vehicle load 40, and at this time, the second power module 20 supplies power to the vehicle load 40; when the second power module 20 fails, the isolation module 30 immediately blocks the electrical connection between the second power module 20 and the vehicle load 40, and at this time, the first power module 10 supplies power to the vehicle load 40.

[0058] Optionally, a current detection module, a voltage detection module, and a temperature detection module may be provided to detect the current, voltage, and temperature of the power supply module. Once the data is abnormal, it can be determined that the corresponding power supply module is abnormal. The embodiments of the present disclosure do not specifically limit how to detect the abnormality of the power supply module and can be set according to actual needs. It should be noted that the embodiments of the present disclosure also do not limit the specific structure of the isolation module, and an isolation chip or an isolation device can be selected according to actual needs.

[0059] In some embodiments, with continued reference to Figure 2 , the first power supply module 10 further includes a first storage battery 12.

[0060] The first storage battery 12 is electrically connected to the first DC converter 11 and the second DC converter 21 respectively.

[0061] When the vehicle is in a non-driving mode, in response to the power of the first storage battery 12 being lower than a preset power threshold, the second power supply module 20 supplies power to the first storage battery 12 through the second DC converter 21; the first storage battery 12 is used to supply power to the vehicle load 40.

[0062] Exemplarily, the first storage battery 12 and the first DC converter 11 form the first power supply module 10. The first storage battery 12 is electrically connected to the first DC converter 11 and the second DC converter 12 respectively. The first storage battery 12 is a low-voltage storage battery and is used to supply power to the vehicle load 40. For example, when the power supply of the power battery system fluctuates, the first storage battery 12 can quickly release energy to maintain the stability of the low-voltage system and prevent equipment restart or failure. And it can provide instantaneous large current for the vehicle starting motor, oil pump, etc., to ensure the smooth start of the engine or the electric drive system. When the vehicle is in a non-driving mode, for example, the power of the first storage battery 12 is low and lower than the preset power threshold, and charging is required. Since the power consumption required for the first storage battery 12 is low, in order to improve the conversion efficiency of the DC converter and reduce power loss, the second DC converter 21 can be used to supply power to the first storage battery 12.

[0063] Optionally, the second power supply module 20 further includes a second storage battery 22. The second storage battery 22 is electrically connected to the first DC converter 11 and the second DC converter 12.

[0064] Similarly, the second battery 22 is also a low-voltage battery, which is used to supply power to the vehicle load 40. The second battery 22 has a similar function to the first battery 12, and will not be elaborated here, which can be used as a redundant design. When the vehicle is in a non-driving mode, for example, when the power of the second battery 22 is low and lower than the preset power threshold, it needs to be charged. Since the power consumption required for the second battery 22 is low, in order to improve the conversion efficiency of the DC converter and reduce power loss, the second DC converter 21 can be used to supply power to the second battery 22.

[0065] In some embodiments, with continued reference to Figure 2 , it further includes: a plurality of control switches 50.

[0066] The control switch 50 is electrically connected between the first DC converter 11 and the vehicle load 40, and / or the control switch 50 is electrically connected between the second DC converter 21 and the vehicle load 40.

[0067] The vehicle control system provided by the embodiments of the present disclosure further includes a plurality of control switches 50, which can be, for example, fuses or electronic fuses. The control switch 50 is electrically connected between the first DC converter 11 and the vehicle load 40, and can also be electrically connected between the second DC converter 21 and the vehicle load 40. In other embodiments, a control switch 50 is also provided between the first power module 10 and the isolation module 30, and a control switch 50 is also provided between the second power module 20 and the isolation module 30.

[0068] The turning on and off of each control switch 50 are affected by the working states of the electrical components electrically connected to it. For example, if a short-circuit fault occurs in the components in its path, the control switch 50 can be turned off to protect other structures of the circuit. Or when the system does not need the components in certain paths to work, the control switch 50 of the path can also be turned off to achieve the purpose of saving energy consumption.

[0069] For example, in the intelligent charging mode, the battery is charged through the second DC converter, and other controllers and loads other than the link for high-voltage to low-voltage conversion can be disconnected. For example, parts unrelated to the intelligent charging function can be disconnected, such as the Electric Power Steering (EPS), Electronic Stability Control (ESC), suspension in the chassis parts, and the On-Board Charger (OBC) related to high-voltage charging in the three electric systems. Or in the in-vehicle refrigerator mode (the in-vehicle refrigerator is started when the vehicle is not in the driving mode), other controllers and vehicle loads other than the in-vehicle refrigerator and the power supply system are disconnected to reduce energy consumption. Therefore, when a single function / system is working, by controlling the switch to disconnect the non-associated components, the power consumption caused by the standby of the non-associated components in the current operating mode is reduced, and energy is saved.

[0070] Optionally, Figure 2 The vehicle loads provided in [reference] include an Airbag Control Unit (ACU), a Body Control Module (BCM), a steering module, a braking module, a lighting module, a wiper module, an air conditioning system, a window / sunroof system, etc., and also include various devices not shown. The above are only for illustrative purposes.

[0071] It should be noted that when the control switch is a switch device, it can be electrically connected to the control component, and the on / off of the switch device is controlled through the control component. When the control switch is a fuse, it can also be controlled by its own hardware. For example, based on its own current, voltage or temperature detection ability, when the detected parameter exceeds a certain value, the fuse is controlled to disconnect.

[0072] In general, when a DC converter converts the high-voltage power provided by the vehicle's power battery system into 12V low-voltage power, the conversion efficiency can reach up to 85%-95%. Under ideal laboratory conditions, the efficiency may approach 95%. However, in the actual on-vehicle environment, due to factors such as temperature changes and electromagnetic interference, especially when the load current is small (light load), the conversion efficiency will be significantly reduced. Therefore, the above embodiments provide DC converters with different rated powers, so that the vehicle can have a high conversion efficiency in different modes even with different loads. Also, because the conversion efficiency is also affected by temperature changes, a high-temperature environment will cause the performance of switching devices, magnetic components, etc. to decline, resulting in a reduction in efficiency. For example, when the temperature rises above 80°C, the efficiency of some on-vehicle DCDC converters may drop by 3%-5%. Therefore, in some alternative embodiments, the vehicle control system further includes a cooling module. The cooling module is used to cool the first DC converter and / or the second DC converter to improve the conversion efficiency of each DC converter.

[0073] The embodiments of the present disclosure also provide a vehicle control method, which is applied to the vehicle control system provided in any of the above embodiments. Figure 3 The flow chart of a vehicle control method provided by the embodiments of the present disclosure is shown for reference Figure 3 , and the control method includes S110-S120:

[0074] S110. In response to the vehicle being in the driving mode, at least control the first DC converter to conduct.

[0075] S120. In response to the vehicle being in the non-driving mode, control the second DC converter to conduct and control the first DC converter to turn off.

[0076] Among them, the rated power of the first DC converter is greater than that of the second DC converter; the power consumption of the vehicle in the driving mode is greater than that in the non-driving mode.

[0077] Exemplarily, the vehicle control system includes a first power module and a second power module. Among them, the first power module includes a first DC converter, and the second power module includes a second DC converter. Both the first power module and the second power module supply power to the low-voltage system of the vehicle. The rated powers of the first DC converter and the second DC converter are different, so the actual output powers corresponding to their higher conversion efficiencies are also different. For example, the rated power of the first DC converter is greater than that of the second DC converter. When the power consumption of the vehicle load is high, the high-voltage to low-voltage conversion efficiency of the first DC converter is high. When the power consumption of the vehicle load is low, the high-voltage to low-voltage conversion efficiency of the second DC converter is high. When the high-voltage to low-voltage conversion efficiency of the DC converter is high, power waste can be reduced.

[0078] When the vehicle is in different modes, the power consumption requirements of the vehicle are different. For example, the power consumption when the vehicle is in the driving mode is greater than that when the vehicle is in the non-driving mode. Therefore, it is possible to directly select whether to supply power to the vehicle load by the first DC converter or by the second DC converter according to the mode of the vehicle. For example, in response to the vehicle being in the driving mode, there are more devices that need power in the vehicle low-voltage system, and the overall power consumption is relatively high. At least control the first DC converter to conduct, and the first DC converter converts the high voltage provided by the power battery system into low voltage and transmits it to the vehicle load. When the vehicle is in the non-driving mode, there are fewer devices that need power in the vehicle low-voltage system, and the overall power consumption is relatively low. Control the second DC converter to conduct and control the first DC converter to turn off. The second DC converter converts the high voltage provided by the power battery system into low voltage and transmits it to the vehicle load. Therefore, at different power consumption (power usage) levels of the vehicle, a relatively high high-low voltage conversion rate can be obtained, reducing the energy consumption and range loss during vehicle parking, reducing power waste, and at the same time improving user satisfaction.

[0079] In some embodiments, it further includes:

[0080] In response to the vehicle being in the driving mode, control the second DC converter to conduct.

[0081] Exemplarily, when the vehicle is in the driving mode, there may be more vehicle loads, such as air conditioners, charging devices, etc. It is also possible to control the second DC converter to conduct. The second DC converter can also convert the high voltage provided by the power battery system into low voltage and supply power to the vehicle load together with the first DC converter, improving the overall actual output power of the vehicle, meeting the power usage requirements of more low-voltage system loads, avoiding overloading of a single device, and enhancing the overall conversion efficiency. And through redundant design, the reliability of the system can also be improved. When the first DC converter fails in the driving mode, the second DC converter can immediately supply power to the vehicle, avoiding safety risks caused by power interruption.

[0082] In some embodiments, in response to the vehicle being in the non-driving mode, controlling the second DC converter to conduct and controlling the first DC converter to turn off includes:

[0083] Based on the vehicle being in a stationary state and the user being outside the vehicle, determine that the vehicle is in the non-driving mode, control the second DC converter to conduct and control the first DC converter to turn off.

[0084] There are various ways to determine that the vehicle is in a non-driving mode. For example, it can be determined based on the vehicle's status and the user's location. If the vehicle is in a stationary state and the user is outside the vehicle, it can be considered that the current vehicle is in a non-driving mode and does not belong to the driving mode. At this time, the power consumption demand of the vehicle load is relatively low, and a second DC converter with a smaller rated power can be used to supply power to the vehicle load, that is, control the second DC converter to conduct and control the first DC converter to turn off, improving the high-voltage to low-voltage conversion efficiency.

[0085] In some embodiments, it further includes:

[0086] Based on the vehicle being in at least one of the sentry mode, in-vehicle refrigerator startup mode, intelligent charging mode, remote control mode, plug-in charging mode, and static display mode, it is determined that the vehicle is in a non-driving mode.

[0087] Exemplarily, the non-driving mode of the vehicle includes multiple functional modes. For example, referring to Table 1, the working states of the first DC conversion module, the second DC conversion module, the isolation module, and the first battery and the second battery can be obtained under different functional modes.

[0088] For example, when the vehicle is in the sentry mode, only the camera, ultrasonic radar, and processor of the vehicle are working to monitor the environment around the vehicle, and fewer vehicle loads are started. Therefore, the power consumption of the vehicle in the sentry mode is relatively low. When the in-vehicle refrigerator mode of the vehicle is started, only the devices related to the in-vehicle refrigerator are working, and other controllers and loads stop running. Therefore, the power consumption of the vehicle in this mode is relatively low. In the intelligent charging mode, the DC converter supplies power to the low-voltage battery, for example, supplies power to the first battery. The power of the first battery is relatively low, and the required power is also relatively low. In the remote control mode, the user does not enter the vehicle. For functions such as remote air conditioning, remote defrosting, remote seat / steering wheel heating, remote viewing, remote parking and taking pictures, and video calls, the vehicle does not belong to the driving mode. Therefore, the overall power consumption is relatively low. In the plug-in charging mode, mainly the external charging pile supplies power to the vehicle's power battery system, and the devices associated with the power supply work, such as the charging status display and charging safety monitoring module. The overall power consumption of the vehicle is relatively low. When the vehicle is in the static display mode, it also does not need to drive, so the power consumption of the vehicle load is relatively low. In the above-mentioned various modes, the vehicle does not need to be in a driving state. Therefore, satisfying at least one of the above-mentioned modes can determine that the vehicle is in a non-driving mode. The power consumption demand of the vehicle load is relatively low, and a second DC converter with a smaller rated power can be used to supply power to the vehicle load, enabling the conversion efficiency to be stably above 90%, and even reaching 95%, improving the power utilization efficiency and reducing the power loss of the power battery caused by high-voltage to low-voltage conversion.

[0089] Table 1 shows the states of each device under different functional scenarios provided by the embodiments of the present disclosure

[0090]

[0091] It should be noted that for the driving modes and non - driving modes mentioned in the above embodiments, the working states of each device can be determined by referring to Table 1 correspondingly, and no further explanation will be given here.

[0092] It should be noted that the non - driving modes in the above embodiments are only for exemplary illustration and do not represent all non - driving modes that meet the requirements. Specifically, they can be determined according to the actual functions.

[0093] In some embodiments, it further includes:

[0094] Obtain the fault signal of the vehicle.

[0095] Based on the fault signal, determine whether the first power supply module or the second power supply module fails, and cut off the electrical connection between the faulty power supply module and the vehicle load through the isolation module.

[0096] The vehicle includes a first power supply module and a second power supply module, both of which are connected to the vehicle's power battery system, and can convert the high voltage provided by the power battery system into low voltage to supply power to the load. And through redundant design, the reliability of the system can be improved. For example, when a certain power supply module fails, the other normal power supply module can still supply power to the vehicle, avoiding safety risks caused by power interruption.

[0097] Specifically, the fault signal of the vehicle can be obtained. When there are problems such as short - circuit, over - voltage, or over - current in a certain power supply module, the current, voltage, or temperature will change, so the fault signal can be obtained. Based on the fault signal, it can be determined whether the first power supply module or the second power supply module fails, and the electrical connection between the faulty power supply module and the vehicle load can be cut off through the isolation module, avoiding the conduction of fault current or abnormal voltage to another normal power supply module and preventing the overload or damage of another power supply module. If the faulty power supply module is not isolated, it may inversely affect the power battery system, resulting in abnormalities on the high - voltage side. And setting the isolation module can avoid the influence of the low - voltage side fault on the power battery system. For example, when the first power supply module fails, the isolation module immediately blocks the electrical connection between the first power supply module (the first DC converter) and the vehicle load, and at this time, the second power supply module supplies power to the vehicle load; when the second power supply module fails, the isolation module immediately blocks the electrical connection between the second power supply module (the second DC converter) and the vehicle load, and at this time, the first power supply module supplies power to the vehicle load.

[0098] Optionally, based on the non-driving mode being the intelligent charging mode, control the second DC converter to cause the first DC converter to turn off and disconnect the control switches on the paths of other controllers and loads other than the link for high-voltage to low-voltage conversion. Based on the non-driving mode being the in-vehicle refrigerator mode, control the second DC converter to cause the first DC converter to turn off and disconnect the control switches on the paths of other controllers and loads other than the in-vehicle refrigerator and the power supply system. When a single function / system is operating, disconnecting non-associated components through the control switches reduces the power consumption caused by standby of non-associated components in the current operating mode and saves energy.

[0099] It should be noted that the control switch can be a switching device or a fuse, and can be specifically set according to actual requirements.

[0100] Optionally, the low-voltage system power consumption and the operating efficiency of the DC converter when the vehicle is in different modes can be obtained and stored in multiple ways in advance. For example, the load activation situation of the user's vehicle and the overall vehicle power consumption can be called through the background system; the overall vehicle power consumption under different working conditions can also be called by using the power balance test data; or the power consumption and conversion efficiency when different loads are turned on can be obtained through on-vehicle tests. After obtaining the power consumption and the conversion efficiency of the DC converter in various operating modes, the operating modes can be classified and a DC converter with higher conversion efficiency can be matched for them.

[0101] The present disclosure also provides a vehicle, including the vehicle control system as described in any of the above embodiments.

[0102] Since the embodiments of the present disclosure include the vehicle control system in any of the above embodiments, they have the same or corresponding beneficial effects as the vehicle control systems described in the above embodiments. It should be noted that the vehicle provided in the embodiments of the present invention may also include other circuits and devices for supporting its normal operation, and no special limitation is made in this embodiment.

[0103] Figure 4 This is a schematic structural diagram of a vehicle provided by an embodiment of the present disclosure. Refer to Figure 4 , which includes a memory 201 and a processor 202. The memory 201 stores a computer program, and when the processor 202 executes the computer program, the steps of any vehicle control method in the above embodiments are implemented.

[0104] Specifically, as Figure 4As shown, it can be set that the vehicle includes at least one processor 202, at least one memory 201, and at least one communication interface 203. Each component in the vehicle is coupled together through a bus system 204. The communication interface 203 is used for information transmission with external devices. It can be understood that the bus system 204 is used to implement connection communication between these components. In addition to the data bus, the bus system 204 also includes a power bus, a control bus, and a status signal bus. However, for the sake of clear illustration, in Figure 4 all kinds of buses are labeled as the bus system 204.

[0105] It can be understood that the memory 201 in this embodiment can be a volatile memory or a non-volatile memory, or may include both volatile and non-volatile memories. In some embodiments, the memory 201 stores the following elements: executable units or data structures, or subsets thereof, or extended sets thereof, an operating system, and applications. In the embodiments of the present disclosure, the processor 202 executes the steps of the embodiments of the vehicle control method provided by the present disclosure by calling the programs or instructions stored in the memory 201.

[0106] The method provided by the embodiments of the present disclosure can be applied to the processor 202 or implemented by the processor 202. The processor 202 can be an integrated circuit chip with signal processing capabilities. In the implementation process, the steps of the above method can be completed by the integrated logic circuit in the hardware of the processor 202 or by instructions in software form. The above-mentioned processor 202 can be a general-purpose processor, a digital signal processor (DSP), an application specific integrated circuit (ASIC), a field programmable gate array (FPGA), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components. The general-purpose processor can be a microprocessor or the processor can also be any conventional processor, etc.

[0107] The steps of the method provided by the embodiments of the present disclosure can be directly embodied as being executed by a hardware decoding processor, or executed by a combination of hardware and software units in the decoding processor. The software unit can be located in a mature storage medium in the art such as a random access memory, a flash memory, a read-only memory, a programmable read-only memory, or an electrically erasable programmable memory, a register, etc. This storage medium is located in the memory 201, and the processor 202 reads the information in the memory 201 and combines its hardware to complete the steps of the method.

[0108] Embodiments of the present disclosure also provide a computer-readable storage medium storing a program or instructions, which cause a computer to execute the steps of any vehicle control method in the above method embodiments.

[0109] The computer-readable storage medium provided by the embodiments of the present disclosure can execute the steps of any one of the methods in the above vehicle control method embodiments, and thus can also achieve the same technical effects as the above vehicle control methods.

[0110] In addition to the above methods and vehicles, embodiments of the present application may also be a computer program product, which includes computer program instructions that, when run on a processor, cause the processor to execute the method steps of various embodiments of the present application.

[0111] The computer program product may be written in any combination of one or more programming languages for programming code to perform the operations of the embodiments of the present invention. The programming languages include object-oriented programming languages such as Java and C++, and also include conventional procedural programming languages such as the "C" language or similar programming languages. The program code may be executed entirely on the user computing device, partially on the user device, executed as a stand-alone software package, partially on the user computing device and partially on a remote computing device, or entirely on a remote computing device or server.

[0112] In addition, embodiments of the present application may also be a computer-readable storage medium storing computer program instructions that, when run on a processor 202, cause the processor 202 to execute the method steps of various embodiments of the present application.

[0113] The computer-readable storage medium may adopt any combination of one or more readable media. The readable medium may be a readable signal medium or a readable storage medium. The readable storage medium may, for example, include, but is not limited to, an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any combination of the above. More specific examples of the readable storage medium (a non-exhaustive list) include: an electrical connection having one or more wires, a portable disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or 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.

[0114] It should be noted that in this document, relational terms such as "first" and "second" are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any actual relationship or order between these entities or operations. Moreover, the terms "comprising", "including" or any other variation thereof are intended to cover non-exclusive inclusion, such that a process, method, article or device comprising a series of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such process, method, article or device. Without further limitation, an element defined by the phrase "comprising a..." does not exclude the presence of additional identical elements in the process, method, article or device comprising said element.

[0115] The above are only specific embodiments of the present disclosure, enabling those skilled in the art to understand or implement the present disclosure. Various modifications to these embodiments will be obvious to those skilled in the art, and the general principles defined herein can be implemented in other embodiments without departing from the spirit or scope of the present disclosure. Therefore, the present disclosure will not be limited to the embodiments described herein, but rather to the broadest scope consistent with the principles and novel features disclosed herein.

Claims

1. A vehicle control system, characterized in that: It includes a first power module and a second power module; the first power module includes a first DC converter, and the second power module includes a second DC converter; The first DC converter and the second DC converter are both electrically connected to a power battery system of a vehicle; the rated power of the first DC converter is greater than the rated power of the second DC converter; In response to the vehicle being in a driving mode, the first DC converter converts the high voltage provided by the power battery system into a low voltage and transmits it to the vehicle load; in response to the vehicle being in a non-driving mode, the second DC converter converts the high voltage provided by the power battery system into a low voltage and transmits it to the vehicle load; The power consumption of the vehicle when it is in the driving mode is greater than the power consumption of the vehicle when it is in the non-driving mode.

2. The vehicle control system according to claim 1, characterized in that: In response to the vehicle being in a driving mode, the second DC converter also converts the high voltage provided by the power battery system into a low voltage and transmits it to the vehicle load.

3. The vehicle control system according to claim 1, characterized in that: Also included: an isolation module; The isolation module is connected between the first power module and the second power module; The isolation module is used for cutting off the electrical connection between the faulty power module and the vehicle load in response to a fault in the first power module or a fault in the second power module when the vehicle is in a driving mode.

4. The vehicle control system according to claim 1, characterized in that: The first power module also includes a first battery; The first storage battery is electrically connected to the first DC converter and the second DC converter respectively; When the vehicle is in a non-driving mode, the second power module supplies power to the first battery through the second DC converter in response to the power level of the first battery being lower than a preset power threshold; the first battery is used to supply power to the vehicle load.

5. The vehicle control system according to claim 1, characterized in that: Also includes: Multiple control switches; The control switch is electrically connected between the first DC converter and the vehicle load, and / or the control switch is electrically connected between the second DC converter and the vehicle load.

6. A vehicle control method, characterized in that: Applicable to the vehicle control system according to any one of claims 1 to 5; the control method comprises: In response to the vehicle being in a driving mode, at least controlling the first DC converter to be turned on; In response to the vehicle being in a non-driving mode, controlling the second DC converter to be turned on and controlling the first DC converter to be turned off; The rated power of the first DC converter is greater than the rated power of the second DC converter; and the power consumption of the vehicle when in driving mode is greater than the power consumption of the vehicle when in non-driving mode.

7. The vehicle control method according to claim 6, characterized in that: Also includes: In response to the vehicle being in the driving mode, the second DC converter is controlled to be turned on.

8. The vehicle control method according to claim 6, characterized in that: In response to the vehicle being in a non-driving mode, controlling the second DC converter to be turned on and controlling the first DC converter to be turned off includes: Based on the fact that the vehicle is stationary and the user is outside the vehicle, it is determined that the vehicle is in a non-driving mode, and the second DC converter is controlled to be turned on and the first DC converter is controlled to be turned off.

9. The vehicle control method according to claim 6, characterized in that: Also includes: Based on the vehicle being in at least one of a sentinel mode, a vehicle refrigerator start-up mode, a smart charging mode, a remote control mode, a plug-in charging mode, and a static display mode, it is determined that the vehicle is in a non-driving mode.

10. The vehicle control method according to claim 6, characterized in that: Also includes: Obtaining vehicle fault signals; Based on the fault signal, it is determined that the first power module is faulty or the second power module is faulty, and the electrical connection between the faulty power module and the vehicle load is cut off by an isolation module.

11. A vehicle, characterized in that: Comprising a vehicle control system as described in any one of claims 1-5.

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