Vehicle power supply system and power supply control method and device

Abstract

A vehicle power supply system, a power supply control method and apparatus (30), the method for controlling a vehicle power supply system comprising a first battery for supplying power to an electric drive system, a second battery for supplying power to a low-voltage load, the electric drive system, the low-voltage load, and a DC-DC converter, the DC-DC converter is coupled between the second battery and the electric driving system, and the voltage level of the first battery is higher than that of the second battery; the power supply control method comprises: when it is determined that the power supply of the first battery to the electric drive system is interrupted (S401), controlling the second battery to supply power to the electric drive system through the DC-DC converter, the DC-DC converter having a boost function (S402), thereby realizing that the whole vehicle still has power to continue running under the condition that the power supply of the power battery is interrupted. And the vehicle is supported to run to a safe position for parking, so that the safety of the vehicle is improved. The invention further relates to a chip, a power supply control system, a vehicle, a computer readable storage medium and a computer program product.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and in particular to a vehicle power supply system, power supply control method and device. Background Technology

[0002] For pure electric vehicles, the high-voltage power supply of the entire vehicle relies on the core component, the power battery.

[0003] When the power battery fails and its power supply is interrupted, the vehicle's high voltage drops, causing an instantaneous loss of power and forcing the vehicle to stop in its original lane. This power outage can pose a serious safety hazard, especially in special scenarios such as highways. Summary of the Invention

[0004] This application discloses a vehicle power supply system, power supply control method and device, which can ensure that the power of the whole vehicle will not be interrupted instantly when the power battery power supply is interrupted, support the vehicle to drive to a safe position and stop, and improve the safety of the vehicle.

[0005] In a first aspect, this application provides a vehicle power supply system, which includes a first battery, a second battery, an electric drive system, a low-voltage load, and a DC-DC converter. The voltage level of the first battery is higher than that of the second battery, and the DC-DC converter is coupled between the second battery and the electric drive system. The first battery is used to supply power to the electric drive system, and the second battery is used to supply power to the low-voltage load. The second battery is also used to supply power to the electric drive system via the DC-DC converter in the event of an interruption in the power supply from the first battery to the electric drive system. The DC-DC converter has a boost function.

[0006] For example, a low-voltage load could be an instrument, lighting system, audio system, power windows, seat adjuster, wiper controller, etc. A low-voltage load refers to a device or system that operates within a first voltage range, the upper limit of which is, for example, 12 volts or 24 volts.

[0007] Here, the first battery can also be called the power battery.

[0008] In the above solution, within the vehicle's power supply system, a DC-DC converter coupled between the second battery and the electric drive system provides a boost function for the second battery. In the event of an interruption in the power supply to the electric drive system from the first battery (i.e., the power battery), this DC-DC converter converts the low voltage output from the second battery into a high voltage to power the electric drive system. Thus, by implementing this solution, even if the power battery's power supply to the electric drive system is interrupted, the vehicle's electric drive system can maintain a certain amount of power for a period of time, enabling the vehicle to reach a safe parking location and improving vehicle safety.

[0009] With reference to the first aspect, in a possible implementation form of the first aspect, the DC-DC converter is a bidirectional DC-DC converter, or the DC-DC converter is a step-up converter.

[0010] Here, when the DC-DC converter is a bidirectional DC-DC converter, the DC-DC converter is rich in functions and saves space, and can reduce the deployment of the wiring harness and reduce the complexity of the deployment. When the DC-DC converter is a step-up converter, the deployment flexibility of the DC-DC converter in the vehicle power supply system can be improved.

[0011] With reference to the first aspect, in a possible implementation form of the first aspect, the vehicle power supply system further includes a distribution box, when the DC-DC converter is a bidirectional DC-DC converter, the DC-DC converter is coupled between the second battery and the electric drive system through the distribution box, and the first battery is further configured to charge the second battery through the distribution box and the DC-DC converter.

[0012] In this implementation form, when the DC-DC converter is a bidirectional DC-DC converter, the vehicle power supply system further supports delivering part of the power of the first battery to the second battery through the distribution box and the bidirectional DC-DC converter to charge the second battery. In this way, the power utilization rate of the first battery can be improved.

[0013] With reference to the first aspect, in a possible implementation form of the first aspect, when the DC-DC converter is a bidirectional DC-DC converter, the DC-DC converter is further coupled between the second battery and the low-voltage load, and the first battery is further configured to supply power to the low-voltage load through the distribution box and the DC-DC converter.

[0014] In this implementation form, when the DC-DC converter is a bidirectional DC-DC converter, the vehicle power supply system further supports delivering part of the power of the first battery to the low-voltage load through the distribution box and the bidirectional DC-DC converter to charge the low-voltage load. In this way, the power utilization rate of the first battery can be improved.

[0015] With reference to the first aspect, in a possible implementation form of the first aspect, the vehicle power supply system further includes a distribution box, when the DC-DC converter is a step-up converter, the vehicle power supply system further includes a step-down converter, the step-down converter is coupled between the second battery and the electric drive system through the distribution box, and the first battery is further configured to charge the second battery through the distribution box and the step-down converter.

[0016] In this implementation form, when the DC-DC converter is a step-up converter, the vehicle power supply system further supports delivering part of the power of the first battery to the second battery through the distribution box and the step-down converter to charge the second battery. In this way, the power utilization rate of the first battery can be improved.

[0017] With reference to the first aspect, in a possible implementation of the first aspect, when the DC-DC converter is a step-up converter, the step-down converter is further coupled between the second battery and the low-voltage load, and the first battery is further configured to supply power to the low-voltage load through the power distribution box and the step-down converter.

[0018] By implementing the implementation, when the DC-DC converter is a step-up converter, the vehicle power supply system further supports delivering part of the power of the first battery to the low-voltage load through the power distribution box and the step-down converter to supply power to the low-voltage load, so that the power utilization rate of the first battery can be improved.

[0019] With reference to the first aspect, in a possible implementation of the first aspect, when the vehicle power supply system includes the step-down converter, the power distribution box includes a first switch, active terminals of the first switch are connected with the first battery and the electric drive system respectively, a first fixed terminal of the first switch is connected with an input terminal of the step-down converter, and a second fixed terminal of the first switch is connected with an output terminal of the step-up converter; when the step-down converter enables the step-down function, the active terminals of the first switch are in communication with the first fixed terminal of the first switch; when the step-up converter enables the step-up function, the active terminals of the first switch are in communication with the second fixed terminal of the first switch. In this case, the first switch is a single-pole double-throw switch.

[0020] By implementing the implementation, when the active terminals of the first switch are in communication with the first fixed terminal of the first switch, the first battery is in communication with the step-down converter. The first battery in communication with the step-down converter is equivalent to the first battery in communication with the second battery, so as to support the first battery to charge the second battery through the step-down converter. The first battery in communication with the step-down converter is also equivalent to the first battery in communication with the low-voltage load, so as to support the first battery to supply power to the low-voltage load through the step-down converter. When the active terminals of the first switch are in communication with the second fixed terminal of the first switch, the step-up converter is in communication with the electric drive system. The step-up converter in communication with the electric drive system is equivalent to the second battery in communication with the electric drive system, so as to support the second battery to supply power to the electric drive system after being stepped up by the step-up converter.

[0021] With reference to the first aspect, in a possible implementation of the first aspect, when the vehicle power supply system includes the step-down converter, the power distribution box includes a second switch and a third switch, a first terminal of the second switch is connected with the electric drive system, and a second terminal of the second switch is connected with the output terminal of the step-up converter; a first terminal of the third switch is connected with the first battery and the electric drive system respectively, and a second terminal of the third switch is connected with the input terminal of the step-down converter; when the step-up converter enables the step-up function, the second switch is closed; when the step-down converter enables the step-down function, the third switch is closed; and the second switch and the third switch are mutually exclusive.

[0022] In the implementation, the second switch and the third switch are arranged in the distribution box, the second switch is closed to enable the boost converter to communicate with the electric drive system, the boost converter communicating with the electric drive system is equivalent to the second battery communicating with the electric drive system, and the second battery is enabled to supply power to the electric drive system after being boosted by the boost converter; and the third switch is closed to enable the first battery to communicate with the step-down converter. The first battery communicating with the step-down converter is equivalent to the first battery communicating with the second battery, so that the first battery is enabled to charge the second battery through the step-down converter. The first battery communicating with the step-down converter is also equivalent to the first battery communicating with the low-voltage load, so that the first battery is enabled to supply power to the low-voltage load through the step-down converter.

[0023] With reference to the first aspect, in a possible implementation of the first aspect, the DC-DC converter is configured to, in response to the received first instruction, enable a boosting function of the DC-DC converter to enable the second battery to supply power to the electric drive system in a case where the first battery stops supplying power to the electric drive system.

[0024] In the implementation, when the first battery stops supplying power to the electric drive system, the DC-DC converter enters the boosting mode in response to the first instruction, thereby providing support for the second battery to supply power to the electric drive system.

[0025] With reference to the first aspect, in a possible implementation of the first aspect, the DC-DC converter is further configured to, in response to receiving a second instruction or a third instruction, disable the boosting function of the DC-DC converter, the second instruction indicating to disable the boosting function, and the third instruction being a power-off instruction.

[0026] In the implementation, the DC-DC converter exits the boosting mode in response to the second instruction or the third instruction. In this way, the second battery is prevented from over-discharging or overheating, and the risk of high-voltage electric shock is avoided when a collision occurs.

[0027] In a second aspect, the present application provides a power supply control method for controlling a vehicle power supply system, the vehicle power supply system including a first battery, a second battery, an electric drive system, a low-voltage load, and a direct-current-direct-current (DC-DC) converter, wherein the DC-DC converter is coupled between the second battery and the electric drive system, the voltage level of the first battery is higher than that of the second battery, the first battery is configured to supply power to the electric drive system, and the second battery is configured to supply power to the low-voltage load; the method includes: determining that the first battery stops supplying power to the electric drive system; and controlling the second battery to supply power to the electric drive system through the DC-DC converter, wherein the DC-DC converter has a boosting function.

[0028] Exemplarily, the low-voltage load can be an instrument, a lighting system, a sound system, a power window, a seat adjuster, a wiper controller, etc. The low-voltage load refers to a device or system operating in a first voltage range, for example, with an upper limit of 12 volts or 24 volts.

[0029] Here, the first battery can also be referred to as a power battery.

[0030] In the above method, in the case of an emergency that the power supply of the electric drive system by the power battery (i.e., the first battery) is interrupted, the power supply of the electric drive system is continued by boosting the voltage output by the second battery in the vehicle and supplying power to the electric drive system, so that the electric drive system can continue to maintain power for a period of time, supporting the vehicle to maintain power to travel a distance in the case of interruption of the power supply by the power battery, so that the vehicle can travel to a safe position and stop, thereby improving the safety of the vehicle and the safety of the occupants.

[0031] In combination with the second aspect, in a possible implementation manner of the second aspect, the DC-DC converter is a bidirectional DC-DC converter, or the DC-DC converter is a boost converter.

[0032] Here, the DC-DC converter is a bidirectional DC-DC converter, which is rich in functions and saves space, reduces the deployment of a wire harness, and reduces the complexity of deployment. The DC-DC converter is a boost converter, which can improve the flexibility of deployment of the DC-DC converter in the vehicle power supply system.

[0033] In combination with the second aspect, in a possible implementation manner of the second aspect, the nominal voltage of the first battery is greater than the first voltage value, and the nominal voltage of the second battery is less than the second voltage value, where the first voltage value is greater than the second voltage value.

[0034] That is, the first battery is a high-voltage battery, and the second battery is a low-voltage battery. In the case of interruption of the power supply of the electric drive system by the power battery, the low-voltage battery continues to supply power to the electric drive system, so that the vehicle can continue to maintain power to travel for a period of time, which is conducive to improving the safety of the vehicle.

[0035] In combination with the second aspect, in a possible implementation manner of the second aspect, the interruption of the power supply of the electric drive system by the first battery is determined when one or more of the following conditions are met:

[0036] It is detected that the output current of the first battery meets an abnormal condition;

[0037] Alarm information from a battery management system (BMS) is received, and the alarm information indicates that the first battery is faulty or indicates that the connection between the first battery and the electric drive system is disconnected;

[0038] The diagnostic information is received from an on-board diagnostic system, and the diagnostic information indicates a fault that causes the interruption of the power supply of the first battery.

[0039] Exemplarily, the abnormal condition is that an output current of the first battery becomes zero.

[0040] By implementing the above implementation manner, the interruption of the power supply of the first battery to the electric drive system can be determined from multiple aspects, and the reliability and accuracy of the decision result are improved.

[0041] With reference to the second aspect, in a possible implementation manner of the second aspect, the control of the second battery to supply power to the electric drive system through the DC-DC converter includes: sending a first instruction to the DC-DC converter, the first instruction being used to instruct the DC-DC converter to perform voltage boosting on the voltage output by the second battery, so as to supply power to the electric drive system by the second battery.

[0042] By implementing the implementation manner, the DC-DC converter is enabled to enter the voltage boosting mode by sending the instruction to the DC-DC converter, and the DC-DC converter can convert the low voltage output by the second battery into high voltage, so that high voltage power supply can be continued to be provided to the electric drive system in the case that the power supply of the power battery to the electric drive system is interrupted.

[0043] With reference to the second aspect, in a possible implementation manner of the second aspect, the method further includes: obtaining time information according to a parameter of the second battery and a parameter of the DC-DC converter, the time information being used to indicate a maximum time length for which the second battery supplies power to the electric drive system, and the parameter of the DC-DC converter including a power limit value of the DC-DC converter; and controlling the vehicle to stop, or prompting the time information and the power limit value to the driver to enable the driver to control the vehicle to stop.

[0044] Here, the power limit value is used to limit the output power of the DC-DC converter.

[0045] Exemplarily, the parameter of the second battery includes a nominal voltage of the second battery, a capacity of the second battery, and a current state of charge of the second battery. The remaining capacity of the second battery can be obtained based on the capacity of the second battery and the current state of charge of the second battery. In some schemes, the parameter of the second battery further includes an available energy ratio of the second battery and a conversion efficiency of the second battery. Thus, the high-voltage available energy of the second battery can be obtained according to the parameter of the second battery, and the time information can be obtained based on the high-voltage available energy of the second battery and the power limit value, the time information being used to indicate a maximum time length for which the second battery can provide power supply based on the power limit value.

[0046] In the intelligent driving scenario, the vehicle can continue to travel for a distance under the condition that the power supply of the electric drive system by the power battery is interrupted, and the vehicle can be parked at a safe position based on the time information. In the human driving scenario, the driver can be reminded of the time information and the power limit value in a timely manner, so that the driver can control the vehicle to be parked safely in a timely manner. In this way, the safety of the vehicle is improved.

[0047] With reference to the second aspect, in a possible implementation of the second aspect, the method further includes: determining a driving strategy based on the time information and the power limit value, the driving strategy being such that a time length for the vehicle to travel from the current position to the target position is less than the maximum time length indicated by the time information; and controlling the vehicle to travel to the target position based on the driving strategy.

[0048] Here, the driving strategy can also be a minimum risk strategy. Controlling the vehicle based on the driving strategy can minimize the probability of an accident and ensure the safety of the vehicle in various environments.

[0049] With reference to the second aspect, in a possible implementation of the second aspect, the method further includes: broadcasting a power-off instruction when the collision signal is acquired, the power-off instruction being such that the DC-DC converter stops performing the voltage boosting operation. In this way, the passengers in the vehicle can be prevented from being electrocuted, and the safety of the vehicle and the passengers can be improved.

[0050] With reference to the second aspect, in a possible implementation of the second aspect, after the second battery supplies power to the electric drive system through the DC-DC converter, the method further includes: sending a second instruction to the DC-DC converter when it is detected that the second battery satisfies any one of the following conditions, the second instruction being used to instruct the DC-DC converter to stop performing the voltage boosting operation.

[0051] The state of charge SOC of the second battery is less than or equal to a first threshold value;

[0052] The temperature of the second battery reaches a second threshold value; or

[0053] The voltage output by the second battery is less than or equal to a third threshold value.

[0054] In this implementation, when any one of the state of charge, the temperature, and the voltage of the second battery satisfies the above condition, the voltage boosting operation of the DC-DC converter can be stopped in a timely manner, so that the battery can be prevented from being over-discharged or overheated, and the safety of the second battery can be maintained.

[0055] In a third aspect, the present application provides a device for power supply control, which is used for controlling a vehicle power supply system, the vehicle power supply system comprising a first battery, a second battery, an electric drive system, a low-voltage load and a direct current-direct current (DC-DC) converter, wherein the DC-DC converter is coupled between the second battery and the electric drive system, the first battery has a voltage level higher than that of the second battery, the first battery is used for supplying power to the electric drive system, and the second battery is used for supplying power to the low-voltage load; the device comprises: a detection unit configured to determine an interruption of power supply from the first battery to the electric drive system; and a processing unit configured to control the second battery to supply power to the electric drive system through the DC-DC converter, wherein the DC-DC converter has a voltage boosting function.

[0056] With reference to the third aspect, in a possible implementation manner of the third aspect, the DC-DC converter is a bidirectional DC-DC converter, or the DC-DC converter is a voltage boosting converter.

[0057] With reference to the third aspect, in a possible implementation manner of the third aspect, the first battery has a nominal voltage greater than a first voltage value, and the second battery has a nominal voltage less than a second voltage value, wherein the first voltage value is greater than the second voltage value.

[0058] With reference to the third aspect, in a possible implementation manner of the third aspect, the detection unit is specifically configured to determine the interruption of power supply from the first battery to the electric drive system when one or more of the following conditions is met:

[0059] the output current of the first battery meets an abnormal condition is detected;

[0060] alarm information from a battery management system (BMS) is received, the alarm information indicating a failure of the first battery or indicating that a connection between the first battery and the electric drive system is disconnected;

[0061] diagnostic information from an on-board diagnostic system is received, the diagnostic information indicating a failure causing the interruption of power supply from the first battery.

[0062] With reference to the third aspect, in a possible implementation manner of the third aspect, the device further comprises a sending unit, and the processing unit is specifically configured to send a first instruction to the DC-DC converter through the sending unit, the first instruction being used to instruct the DC-DC converter to boost the voltage output by the second battery so as to supply power to the electric drive system by the second battery.

[0063] In conjunction with the third aspect, in one possible implementation of the third aspect, the processing unit is further configured to: obtain time information based on the parameters of the second battery and the parameters of the DC-DC converter, the time information indicating the maximum duration for which the second battery supplies power to the electric drive system, the parameters of the DC-DC converter including the power limit value of the DC-DC converter; control the vehicle to stop based on the time information, or prompt the driver with the time information and the power limit value so that the driver can control the vehicle to stop.

[0064] In conjunction with the third aspect, in one possible implementation of the third aspect, the processing unit is specifically used to: determine a driving strategy based on time information and the power limit value, the driving strategy causing the time taken for the vehicle to travel from the current location to the target location to be less than the maximum time indicated by the time information; and control the vehicle to drive to the target location and stop based on the driving strategy.

[0065] In conjunction with the third aspect, in one possible implementation of the third aspect, the method further includes a transmitting unit, which is configured to: upon receiving a collision signal, broadcast a power-down command, the power-down command causing the aforementioned DC-DC converter to stop performing boost operation.

[0066] In conjunction with the third aspect, in one possible implementation of the third aspect, the transmitting unit is further configured to: send a second instruction to the DC-DC converter when the detection unit detects that the second battery meets any of the following conditions, the second instruction being used to instruct the DC-DC converter to stop performing the boost operation;

[0067] The state of charge (SOC) of the second battery is less than or equal to the first threshold.

[0068] The temperature of the second battery reaches the second threshold; or...

[0069] The voltage output by the second battery is less than or equal to the third threshold.

[0070] Fourthly, this application provides a chip for power supply control, the chip including a processor and a memory, wherein the memory is used to store program instructions; the processor calls the program instructions in the memory to cause the chip to execute the method in the second aspect or any possible implementation of the second aspect.

[0071] Fifthly, this application provides a vehicle that includes the apparatus of any possible implementation of the third aspect or the chip described in the fourth aspect, as well as a vehicle power supply system including the first aspect or any possible implementation of the first aspect.

[0072] In a sixth aspect, the present application provides a computer readable storage medium, comprising computer instructions, which, when executed by a processor, implement the method in the second aspect or any possible implementation of the second aspect.

[0073] In a seventh aspect, the present application provides a computer program product, which, when executed by a processor, implements the method in the second aspect or any possible implementation of the second aspect. The computer program product may, for example, be a software package, which can be downloaded and executed on the processor in the case where the method provided by the second aspect or any possible implementation of the second aspect is needed to be used, so as to implement the method in the second aspect or any possible implementation of the second aspect. BRIEF DESCRIPTION OF DRAWINGS

[0074] Figure 1 FIG. 1 is a schematic diagram of a vehicle power supply system provided by an embodiment of the present application;

[0075] Figure 2 FIG. 2 is an architecture schematic diagram of a power supply control system provided by an embodiment of the present application;

[0076] Figure 3A FIG. 3 is a block diagram schematic diagram of another vehicle power supply system provided by an embodiment of the present application;

[0077] Figure 3B FIG. 4 is a block diagram schematic diagram of another vehicle power supply system provided by an embodiment of the present application;

[0078] Figure 3C FIG. 5 is a block diagram schematic diagram of another vehicle power supply system provided by an embodiment of the present application;

[0079] Figure 3D FIG. 6 is a block diagram schematic diagram of another vehicle power supply system provided by an embodiment of the present application;

[0080] Figure 3E FIG. 7 is a connection schematic diagram of a power distribution box provided by an embodiment of the present application;

[0081] Figure 3F FIG. 8 is a connection schematic diagram of another power distribution box provided by an embodiment of the present application;

[0082] Figure 4 FIG. 9 is a flowchart of a power supply control method provided by an embodiment of the present application;

[0083] Figure 5A FIG. 10 is a schematic diagram of the flow direction of power output by a second battery provided by an embodiment of the present application;

[0084] Figure 5Bis a schematic diagram of a flow direction of power output by a second battery according to an embodiment of the present application;

[0085] Figure 5C is a schematic diagram of a flow direction of power output by a second battery according to an embodiment of the present application;

[0086] Figure 5D is a schematic diagram of a flow direction of power output by a second battery according to an embodiment of the present application;

[0087] Figure 6 is a schematic diagram of an application scenario according to an embodiment of the present application;

[0088] Figure 7 is a schematic diagram of a display interface according to an embodiment of the present application;

[0089] Figure 8 is a schematic diagram of a structure of a control device according to an embodiment of the present application;

[0090] Figure 9 is a schematic diagram of a structure of a control device according to an embodiment of the present application. DETAILED DESCRIPTION

[0091] In the present solution, the prefix words such as "first", "second" are merely used to distinguish different description objects, and do not have any limiting effect on the position, order, priority, quantity or content of the described objects. For example, the described objects are "fields", and the ordinal words before "fields" in "first field" and "second field" do not limit the position or order between "fields", and "first" and "second" do not limit whether the "fields" they modify are in the same message or not, nor do they limit the order of "first field" and "second field". For another example, the described objects are "levels", and the ordinal words before "levels" in "first level" and "second level" do not limit the priority between "levels". For another example, the quantity of the described objects is not limited by the prefix words, and can be one or more. For example, "first device", where the quantity of "devices" can be one or more. In addition, the objects modified by different prefix words can be the same or different. For example, the described objects are "devices", and "first device" and "second device" can be the same device, the same type of device or different types of devices. For another example, the described objects are "information", and "first information" and "second information" can be information of the same content or information of different content. In summary, the use of prefix words in the embodiments of the present application does not constitute a limitation on the described objects, and the statements on the described objects refer to the description in the context of claims or embodiments, and should not constitute an unnecessary limitation because of the use of such prefix words.

[0092] Referring to Figure 1 ,Figure 1 is a schematic diagram of a vehicle power supply system provided by an embodiment of the present application. In Figure 1 , the vehicle power supply system comprises a first battery, a second battery, a step-down converter, a distribution box, an electric drive system and a low-voltage load. The first battery is connected to the electric drive system through the distribution box, the distribution box is connected to the second battery and the low-voltage load through the step-down converter, and the second battery is also connected to the low-voltage load. Exemplarily, the low-voltage load can be an instrument, a lighting system, a sound system, a power window, a seat adjuster, a windshield wiper controller, etc.

[0093] Here, the first battery, also referred to as a power battery, is a high-voltage battery mainly used for supplying power to the electric drive system of the vehicle. The second battery is a low-voltage battery used for supplying power to the low-voltage load of the vehicle.

[0094] The distribution box is used for power distribution and power transmission. For example, in Figure 1 , the distribution box can distribute the power output by the first battery to the electric drive system, the low-voltage load and the second battery. The electric drive system is a device for driving the vehicle to travel.

[0095] The step-down converter is used for reducing one direct current voltage to another direct current voltage. Here, the step-down converter is a unidirectional direct current-direct current (DC-DC) converter. In Figure 1 , the distribution box can distribute part of the power of the first battery to the second battery and the low-voltage load to charge the second battery. Considering that the voltage difference between the first battery and the second battery can damage the second battery, the power distributed by the distribution box is converted by the step-down converter before being output to the second battery, so that the second battery can be safely charged. Considering that the voltage difference between the first battery and the low-voltage load can damage the low-voltage load, the power distributed by the distribution box is converted by the step-down converter before being output to the low-voltage load, so that the low-voltage load can be safely powered.

[0096] Exemplarily, in Figure 1 , the first battery outputs voltage to the distribution box, and the distribution box can distribute the power from the first battery to the electric drive system, the low-voltage load and the second battery, so as to realize power supply to the electric drive system and the low-voltage load and realize charging of the second battery. The distribution box needs to distribute the power to the low-voltage load and the second battery through the step-down converter. In addition, the second battery can directly power the low-voltage load.

[0097] In Figure 1 , when the first battery fails or the connection between the first battery and the distribution box is interrupted, the power supply of the first battery to the electric drive system is interrupted, which can cause instantaneous power interruption of the vehicle, unexpected deceleration of the vehicle, and the vehicle may not be able to go to a safe position and be forced to stop in the original lane, which has a great safety hazard.

[0098] To solve the above problems, the embodiment of the present application provides a schematic diagram of a power supply control system. When the power supply of a first battery of the vehicle is interrupted, the power supply control system can control a second battery other than the first battery to supply power to an electric drive system, so that the electric drive system is continuously powered for a certain period of time, thereby supporting the vehicle to drive to a safe position and stopping, and improving the safety of the vehicle.

[0099] In the present solution, the vehicle can be an autonomous vehicle, which is configured with an autonomous driving system. The autonomous driving system can independently perform all or part of the driving operation according to different autonomous driving capabilities. In some solutions, the vehicle can also be a non-autonomous vehicle, i.e., the driver needs to perform all driving operations.

[0100] The composition of the power supply control system is described below. Referring to Figure 2 , Figure 2 is a schematic diagram of an architecture of a power supply control system provided by the embodiment of the present application. The power supply control system includes a control device and a vehicle power supply system, and the control device communicates with the vehicle power supply system in a wired or wireless manner.

[0101] Exemplarily, the control device can be a controller of the vehicle or a component in the controller, such as a chip, an integrated circuit, etc. Here, the controller can be a software and hardware integrated platform for supporting body control and chassis control, such as a vehicle domain controller (VDC); or a software and hardware integrated platform for supporting intelligent driving, i.e., a vehicle computing platform, such as a mobile data center (MDC). In some solutions, the MDC can also be referred to as an advanced driving assistance system domain controller (ADASDC) or an automatic drive domain controller (AD DC). In some solutions, the controller can also be a central computing unit, which integrates multiple kinds of body control functions, automatic driving control functions and cockpit control functions.

[0102] The vehicle power supply system is used to supply power to the whole vehicle, such as the electric drive system of the vehicle. In some solutions, the vehicle power supply system can also supply power to at least one of the high-voltage load and the low-voltage load of the vehicle. Exemplarily, the high-voltage load can be an air conditioning system of the vehicle, an on board charge (OBC), etc.

[0103] Figure 2 The power supply control system shown can be applied in various application scenarios, such as the following application scenarios: mobile internet (MI), industrial control, self driving, transportation safety, internet of things (IoT), smart city, etc.

[0104] Figure 2 The power supply control system shown can be applied in various network types, such as one or more of the following network types: SparkLink, long term evolution (LTE) network, 5th generation mobile communication technology (5G), wireless local area network (such as Wi-Fi), bluetooth (BT), Zigbee, or vehicle short-range wireless communication network, etc.

[0105] Here, Figure 2 is only an exemplary architecture diagram, but does not limit Figure 2 The number of network elements included in the system shown. Although Figure 2 is not shown, in addition to Figure 2 the functional entities shown, Figure 2 other functional entities can also be included. In addition, the method provided by the embodiments of the present application can be applied to Figure 4 the power supply control system shown, of course, the method provided by the embodiments of the present application can also be applicable to other power supply control systems.

[0106] In the present scheme, the vehicle power supply system includes a first battery, a second battery, a DC-DC converter, an electric drive system, and a low-voltage load, wherein the DC-DC converter is coupled between the second battery and the electric drive system, the voltage level of the first battery is higher than that of the second battery, and the DC-DC converter has a voltage boosting function. Here, the first battery is used to supply power to the electric drive system, and the second battery is used to supply power to the low-voltage load. The second battery is also used to supply power to the electric drive system through the DC-DC converter in the case of interruption of power supply from the first battery to the electric drive system.

[0107] Exemplarily, the control device can control the second battery to supply power to the electric drive system through the DC-DC converter in the case of interruption of power supply from the first battery to the electric drive system. For details of this process, please refer to the following Figures 3A-3DThe description of the embodiments is not repeated here.

[0108] Here, the DC-DC converter can be a bidirectional DC-DC converter (i.e., having both the function of step-up and the function of step-down) or a unidirectional DC-DC converter (i.e., a step-up converter). Based on the selection of the DC-DC converter, the connection relationship of the components in the vehicle power supply system can also be different. Some block diagram schematics of the vehicle power supply system are provided in the embodiments of the present application, please refer to the following Figure 3A .

[0109] In an implementation manner, when the DC-DC converter is a bidirectional DC-DC converter, the connection mode of the components in the vehicle power supply system can refer to Figure 3A . In Figure 3A , in addition to the first battery, the second battery, the bidirectional DC-DC converter, the low-voltage load and the electric drive system, the vehicle power supply system further includes a distribution box. The first battery is connected with the electric drive system through the distribution box, the distribution box is further connected with the second battery and the low-voltage load through the bidirectional DC-DC converter, and the second battery is further connected with the low-voltage load. It can be seen that the bidirectional DC-DC converter is coupled between the second battery and the electric drive system through the distribution box.

[0110] In Figure 3A , for the first battery, the first battery is configured to supply power to the electric drive system through the distribution box, the first battery is configured to charge the second battery through the distribution box and the bidirectional DC-DC converter (used for performing step-down operation), and the first battery is further configured to supply power to the low-voltage load through the distribution box and the bidirectional DC-DC converter (used for performing step-down operation); for the second battery, the second battery is configured to supply power to the low-voltage load, and the second battery is further configured to supply power to the electric drive system through the bidirectional DC-DC converter (used for performing step-up operation) and the distribution box in the case that the power supply of the electric drive system by the first battery is interrupted. In addition, Figure 1 , compared with the vehicle power supply system shown in Figure 1 , only the step-down converter in Figure 3A is replaced by the bidirectional DC-DC converter in Figure 3B , the DC-DC converter has a larger volume, and the redundant safety design of the first battery in an emergency can be realized with a small modification to the whole vehicle.

[0111] For example, the power supply scheme of the whole vehicle can be: the first battery is selected as 750V, and the second battery is selected as a 12V 20Ah lithium iron phosphate battery; for the bidirectional DC-DC converter, when working in the forward direction, the voltage in the input range of 400-750V is converted to 13.6V output; when working in the reverse direction, the voltage in the input range of 10-14V is converted to 400V output; the wire harness between the second battery and the bidirectional DC-DC converter is selected to have a wire diameter of 35mm 2 , which can support a current of 400A.

[0112] For example, the power supply scheme of the whole vehicle can be: the first battery is selected as 750V, and the second battery is selected as a 12V 20Ah lithium iron phosphate battery; for the bidirectional DC-DC converter, when working in the forward direction, the voltage in the input range of 400-750V is converted to 13.6V output; when working in the reverse direction, the voltage in the input range of 10-14V is converted to 400V output; the wire harness between the second battery and the bidirectional DC-DC converter is selected to have a wire diameter of 35mm 2 , which can support a current of 400A.

[0113] In another implementation, when the DC-DC converter is a step-up converter, the connection mode of the components in the vehicle power supply system is shown in Figure 3B . In Figure 3C , the vehicle power supply system includes a first battery, a second battery, a step-up converter, an electric drive system, and a low-voltage load. The first battery is connected to the electric drive system, the step-up converter is coupled between the second battery and the electric drive system, and the second battery is also connected to the low-voltage load. In this way, the second battery can supply power to the electric drive system through the step-up converter.

[0114] When the DC-DC converter is a step-up converter, in some schemes, the vehicle power supply system can further include a distribution box and a step-down converter, in which case the connection relationship between the components of the vehicle power supply system is shown in Figure 3D or Figure 3C . The connection relationship between the electric drive system, the step-up converter, and the second battery is shown in Figure 3D or Figure 3C .

[0115] In Figure 1 , the connection relationship between the first battery, the distribution box, the electric drive system, the step-down converter, the second battery, and the low-voltage load is shown in Figure 3C , which will not be described here. The connection relationship between the electric drive system, the distribution box, the step-up converter, and the second battery is as follows: the step-up converter is coupled between the second battery and the electric drive system through the distribution box.

[0116] In Figure 3CIn the first battery, the first battery is configured to supply power to the electric drive system via the power distribution box, the first battery is configured to charge the second battery via the power distribution box and the step-down converter, and the first battery is configured to supply power to the low-voltage load via the power distribution box and the step-down converter. In the second battery, the second battery is configured to supply power to the low-voltage load, and the second battery is configured to supply power to the electric drive system via the power distribution box and the step-up converter in the case that the power supply of the electric drive system by the first battery is interrupted. It can be seen that, Figure 1 Compared with Figure 3D , the improvement in hardware includes the addition of a step-up converter, a wire harness for connecting the power distribution box and the step-up converter, and a wire harness for connecting the step-up converter and the second battery. It can be seen that the hardware improvement is simple and has little impact on the original layout of the vehicle, and the redundant design of the first battery suitable for emergency situations is realized at a low cost.

[0117] In Figure 1 , the connection relationship among the first battery, the power distribution box, the electric drive system, the step-down converter, the second battery, and the low-voltage load is described in Figure 3D , which will not be repeated here. The connection relationship among the electric drive system, the step-up converter, and the second battery is as follows: the step-up converter is coupled between the second battery and the electric drive system.

[0118] In Figure 3C , the functions of the first battery are described in Figure 3D . For the second battery, the second battery is not only configured to supply power to the low-voltage load, but also configured to supply power to the electric drive system via the step-up converter in the case that the power supply of the electric drive system by the first battery is interrupted. It can be seen that, Figure 1 Compared with Figure 3A , the improvement in hardware includes the addition of a step-up converter, a wire harness for connecting the step-up converter and the electric drive system, and a wire harness for connecting the step-up converter and the second battery. It can be seen that the hardware improvement is simple and has little impact on the original layout of the vehicle, and the redundant design of the first battery suitable for emergency situations is realized at a low cost.

[0119] The above Figure 3C , Figure 3D and Figure 3A are only examples of a vehicle power supply system, and do not limit the components included in the power supply system and the connection relationship among the internal components of the power supply system to Figure 3C , Figure 3D and Figure 3A . In some schemes, the power distribution box can also be connected to the high-voltage load, so that the power distribution box can deliver power to the high-voltage load to realize the power supply to the high-voltage load.

[0120] For the foregoingFigure 3C The power distribution box has a first end, a second end and a third end, wherein the first end is connected with the first battery, the second end is connected with the electric drive system, and the third end is connected with the first end of the bidirectional DC-DC converter. In the case that the first battery normally supplies power to the electric drive system (i.e. no interruption occurs), the first end of the power distribution box serves as an input end, the second end of the power distribution box and the third end of the power distribution box both serve as output ends, and the bidirectional DC-DC converter enables the step-down function, at this time the first end of the bidirectional DC-DC converter serves as an input end. In the case that the first battery interrupts the power supply to the electric drive system, the bidirectional DC-DC converter enables the step-up function, the first end of the bidirectional DC-DC converter serves as an output end, at this time the third end of the power distribution box serves as an input end, and the second end of the power distribution box serves as an output end.

[0121] For the above Figure 1 , considering that the structure inside the power distribution box can be different from the internal structure of the power distribution box in the foregoing Figure 3A , Figure 3D or Figure 3C , some examples of the internal structure of the power distribution box in Figures 3E-3F are provided, please refer to the following Figure 3E .

[0122] In Figure 3E , the power distribution box includes a first switch (i.e. switch S0 in Figure 3E ), it can be seen that the first switch is a single-pole double-throw switch, the first switch has one movable end (i.e. end "0" in Figure 3E ) and two fixed ends, the two fixed ends are respectively a first fixed end (i.e. end "1" in Figure 3E ) and a second fixed end (i.e. end "2" in Figure 3E ). The movable end (i.e. end "0") of the first switch is connected with the first battery and the electric drive system respectively, the first fixed end (i.e. end "1") of the first switch is connected with the input end of the step-down converter, and the second fixed end (i.e. end "2") of the first switch is connected with the output end of the step-up converter. In Figure 3F , in the case that the first battery normally supplies power to the electric drive system, the step-down converter enables the step-down function, and the movable end (i.e. end "0") of the first switch is in communication with the first fixed end (i.e. end "1") of the first switch; in the case that the first battery interrupts the power supply to the electric drive system, the step-up converter enables the step-up function, and the movable end (i.e. end "0") of the first switch is in communication with the second fixed end (i.e. end "2") of the first switch.

[0123] In Figure 3F , the power distribution box can also include a second switch (i.e. switch S0 in Figure 3F ) and a third switch (i.e. switch S1 in Figure 3FAs shown in FIG. 6, the second switch and the third switch are both single-pole single-throw switches. The first end of the second switch (e.g., the movable end of the switch S0) is connected to the electric drive system, and the second end of the second switch (e.g., the fixed end "2" of the switch S0) is connected to the output end of the boost converter; the first end of the third switch (e.g., the movable end of the switch S1) is connected to the first battery and the electric drive system respectively, and the second end of the third switch (e.g., the fixed end "1" of the switch S1) is connected to the input end of the buck converter. In Figure 3E In the case where the power supply of the electric drive system by the first battery is interrupted, the boost converter enables the boost function, and the second switch (i.e., the switch S0) is closed; in the case where the power supply of the electric drive system by the first battery is normal, the buck converter enables the buck function, and the third switch (i.e., the switch S1) is closed; wherein the second switch and the third switch are mutually exclusive. By "mutually exclusive", it is meant that the second switch is closed while the third switch is open, and the third switch is closed while the second switch is open, so as to ensure the safety of the devices in the vehicle power supply system.

[0124] Here, the above Figure 3F and Figure 3C are only some examples of the internal structure of the power distribution box, and should not constitute a limitation on the internal structure of the power distribution box (including the devices and the connection positions of the devices). In some schemes, the power distribution box can also have other structures that can achieve the same functions. Figure 4

[0125] Referring to Figure 4 , Figure 2 is a flowchart of a power supply control method provided by an embodiment of the present application. The method can be applied to the control device in the above Figures 3A-3D for controlling the vehicle power supply system. The control device and the vehicle power supply system are deployed on a vehicle. The vehicle power supply system includes a first battery, a second battery, a DC-DC converter, an electric drive system and a low-voltage load, and the DC-DC converter is coupled between the second battery and the electric drive system. The vehicle power supply system can be, for example, the vehicle power supply system shown in any one of the above Figure 4 .

[0126] Figure 3A The method includes but is not limited to the following steps S401 and S402.

[0127] S401: Determine that the power supply of the electric drive system by the first battery is interrupted.

[0128] In the vehicle power supply system, in the case where the power supply by the first battery is normal, the first battery is mainly used to supply power to the electric drive system, and the second battery is used to supply power to the low-voltage load. The voltage level of the first battery is greater than that of the second battery. For the descriptions of the first battery, the second battery, the low-voltage load, etc., please refer to the descriptions of the corresponding contents described above, which will not be repeated here.​

[0129] Here, the voltage class of the battery is associated with a nominal voltage of the battery, an open circuit voltage of the battery, or an operating voltage range of the battery. The nominal voltage of the battery refers to a standard voltage value of the battery under normal operating conditions. The open circuit voltage of the battery refers to a voltage value of the battery without a load, which is usually close to the nominal voltage of the battery. The operating range of the battery refers to an actual voltage range of the battery during normal use, including voltage fluctuations from full charge to full discharge.

[0130] It can be understood that the higher the voltage class of the battery, the greater the nominal voltage of the battery, and the greater the open circuit voltage of the battery.

[0131] For example, low voltage refers to a voltage lower than 50 volts (V) of direct current voltage, and high voltage refers to a voltage higher than 50 V of high voltage direct current voltage. Here, the voltage class of the battery can be represented as a voltage range or as a specific voltage value. For example, nominal voltages of 12 V, 24 V, and 48 V all belong to low voltage, and nominal voltages of 400 V, 750 V, and 900 V all belong to high voltage. Here, the voltage class of the battery is not limited to being classified as low voltage and high voltage. In some schemes, the voltage class of the battery can also be classified as low voltage, medium voltage, and high voltage.

[0132] As an example, the nominal voltage of the first battery is greater than a first voltage value, the nominal voltage of the second battery is less than a second voltage value, and the first voltage value is greater than the second voltage value. In this case, the first battery is a high-voltage battery, and the second battery is a low-voltage battery.

[0133] For example, the first battery failure includes thermal runaway of the first battery, aging or damage of the first battery, etc. The thermal runaway of the first battery can be caused by internal short circuit of the first battery, overcharging or over-discharging of the first battery, etc.

[0134] For example, the first battery failure includes thermal runaway of the first battery, aging or damage of the first battery, etc. The thermal runaway of the first battery can be caused by internal short circuit of the first battery, overcharging or over-discharging of the first battery, etc.

[0135] For example, for the disconnection between the first battery and the electric drive system, the harness for connecting the first battery and the distribution box can be damaged or have poor contact in Figure 3C , Figure 3D or Figure 3B The harness for connecting the first battery and the electric drive system can be damaged or have poor contact in Figure 3A .

[0136] The battery management system (BMS) failure of the first battery includes a BMS failure or a software failure, a sensor (e.g., a battery voltage sensor or a current sensor) failure, etc., which can cause the first battery to be incorrectly cut off and thus abnormally powered off.

[0137] In an implementation, the supply of the first battery to the electric drive system is determined to be interrupted when one or more of the following conditions are met:

[0138] The output current of the first battery is detected to meet an abnormal condition;

[0139] Alarm information from a battery management system (BMS) is received, the alarm information indicating that the first battery is faulty or indicating that the connection between the first battery and the electric drive system is disconnected;

[0140] Diagnostic information from an on-board diagnostic system is received, the diagnostic information indicating a fault that causes the supply of the first battery to be interrupted.

[0141] For example, the abnormal condition can be that the output current of the first battery suddenly becomes zero. That is, the control device can detect the output current of the first battery at a certain time or periodically, for example, in Figure 3C In the first aspect, when the control device detects that the current in the wire harness between the first battery and the distribution box suddenly becomes zero, or detects that the current in the wire harness between the distribution box and the electric drive system suddenly becomes zero, or detects that the current in the wire harness between the distribution box and the bidirectional DC-DC converter suddenly becomes zero, it is determined that the supply of the first battery to the electric drive system is interrupted. For another example, in Figure 3D or Figure 3A In the second aspect, when the control device detects that the current in any of the following wire harnesses suddenly becomes zero, it is determined that the supply of the first battery to the electric drive system is interrupted:

[0142] The wire harness between the first battery and the distribution box;

[0143] The wire harness between the distribution box and the electric drive system; or

[0144] The wire harness between the distribution box and the step-down converter.

[0145] Here, the control device can obtain the output current of the first battery or the current in the wire harness through a current sensor, or can obtain the output current of the first battery from the monitoring information of the first battery sent by the BMS.

[0146] Since the BMS and / or the on-board diagnostics (OBD) system (or called as vehicle diagnostics system) on the vehicle can also perform detection in real time or periodically, when the BMS detects the first battery failure, the disconnection between the first battery and the electric drive system, the BMS can send corresponding alarm information to the control device; when the OBD detects the first battery failure, the disconnection between the first battery and the electric drive system, the error cut-off of the power supply of the first battery due to the failure of the BMS, etc., the OBD can send corresponding diagnostic information to the control device, so that the control device can receive the alarm information from the BMS and / or the diagnostic information from the OBD.

[0147] It can be understood that the more conditions met, the more certain the control device is that the power supply of the first battery to the electric drive system is interrupted, and the reliability of the decision result that the power supply of the first battery to the electric drive system is interrupted is increased.

[0148] S402: Control the second battery to supply power to the electric drive system through the DC-DC converter having a boost function.

[0149] Exemplarily, the DC-DC converter is a bidirectional DC-DC converter, or the DC-DC converter is a boost converter (i.e., a unidirectional DC-DC converter). When the DC-DC converter is a bidirectional DC-DC converter, the vehicle power supply system further includes a distribution box, and the connection mode of each component in the vehicle power supply system can refer to the above-mentioned Figure 3B When the DC-DC converter is a boost converter, the connection mode of each component in the vehicle power supply system can refer to the above-mentioned Figure 3C further, the vehicle power supply system further includes a distribution box and a step-down converter, and the connection mode of each component in the vehicle power supply system can refer to the above-mentioned Figure 3D or Figures 5A-5D .

[0150] In an implementation manner, the control device controls the second battery to supply power to the electric drive system through the DC-DC converter, including: the control device sends a first instruction to the DC-DC converter, and the first instruction is used to instruct the DC-DC converter to perform boost on the voltage output by the second battery, so as to make the second battery supply power to the electric drive system. Here, the first instruction can be transmitted through a controller area network (CAN) bus or a local interconnect network (LIN) bus, for example.

[0151] Here, when the DC-DC converter is a bidirectional DC-DC converter, the DC-DC converter performing the boost operation can also be referred to as the DC-DC converter performing reverse operation, and thus the first instruction can also be equivalent to instructing the DC-DC converter to perform reverse operation.

[0152] Figure 5A is a schematic diagram of the flow direction of some of the power output by the second battery, wherein the dashed line with an arrow is used to indicate the flow direction of the power. Among them, Figure 3A Correspondingly, Figure 5A in the first battery, in the case of interruption of power supply to the electric drive system, Figure 5A indicated by the dashed line with an arrow indicates that the power output by the second battery is converted by the bidirectional DC-DC converter and then delivered to the electric drive system through the distribution box. Figure 5B Correspondingly, Figure 3B Correspondingly, Figure 5D Correspondingly, Figure 3D Correspondingly, Figure 5B in the first battery, in the case of interruption of power supply to the electric drive system, Figure 5D or Figure 5C in the first battery, in the case of interruption of power supply to the electric drive system, Figure 3C Correspondingly, Figure 5C Correspondingly, Figure 3E indicated by the dashed line with an arrow indicates that the power output by the second battery is converted by the bidirectional DC-DC converter and then delivered to the electric drive system through the distribution box. It can be understood that since the electric drive system needs high-voltage power supply, based on the voltage difference between the second battery and the electric drive system, in order to make the electric drive system work normally, the output voltage of the second battery needs to be boosted by the bidirectional DC-DC converter or the boost converter, so as to output the voltage supporting the normal work of the electric drive system, thereby realizing the power supply of the second battery to the electric drive system.

[0153] For the above Figure 3F , the DC-DC converter is a boost converter, when the boost converter receives the first instruction, the boost converter enables the boost function, and controls the active end of the switch S0 (i.e. end "0") to communicate with the second fixed end of the switch S0 (i.e. end "2"), so that the boost converter communicates with the electric drive system, thereby supporting the second battery to supply power to the electric drive system after being boosted by the boost converter.

[0154] For the above Figure 6 , the DC-DC converter is a boost converter, when the boost converter receives the first instruction, the boost converter enables the boost function, and the switch S0 is controlled to be closed and the switch S1 is controlled to be opened, so that the boost converter communicates with the electric drive system, thereby supporting the second battery to supply power to the electric drive system after being boosted by the boost converter.

[0155] In some scenarios, the second battery can supply power to the low-voltage load while supplying power to the electric drive system. Since the second battery has limited power, in order to maximize the time period during which the second battery supplies power to the electric drive system, the control device can control the second battery to stop supplying power to part of the low-voltage load (e.g., low-voltage load irrelevant to safe driving of the vehicle) while the second battery supplies power to the electric drive system.

[0156] Optionally, in some possible embodiments, the method further comprises the following S403 and S404.

[0157] S403: obtaining time information according to parameters of the second battery and parameters of the DC-DC converter, the parameters of the DC-DC converter comprising a power limit value of the DC-DC converter.

[0158] Here, the power limit value is used to limit the output power of the DC-DC converter. Exemplarily, the power limit value can be a user setting or a system default setting.

[0159] The above power limit value is related to information such as the rated voltage and current of the second battery, and the power demand of the electric drive system. By setting the power limit value, the DC-DC converter can be prevented from being damaged or overheated due to overload, and the electric drive system can be prevented from overcurrent, thus protecting the DC-DC converter and the electric drive system, and maintaining the safety of the second battery.

[0160] Here, the time information is used to indicate the maximum time period during which the second battery supplies power to the electric drive system. In combination with the above power limit value, the time information is used to indicate the maximum power supply time period that the second battery can provide based on the power limit value to supply power to the electric drive system.

[0161] Exemplarily, the parameters of the second battery at least include the capacity of the second battery, the current state of charge (SOC) of the second battery, and the characteristic curve (e.g., voltage-resistance curve) of the second battery. The state of charge of the battery refers to the ratio of the current remaining capacity (also referred to as remaining power) of the battery to the total capacity of the battery in the full state. In this case, obtaining the time information according to the parameters of the second battery and the parameters of the DC-DC converter comprises: first, obtaining the remaining capacity of the second battery according to the capacity of the second battery and the current state of charge of the second battery; then, obtaining the remaining energy of the second battery according to the remaining capacity of the second battery, the characteristic curve of the second battery, and the power limit value of the DC-DC converter; and finally, obtaining the above time information according to the remaining energy of the second battery and the power limit value of the DC-DC converter.

[0162] In some embodiments, the parameter of the second battery further comprises a proportion of available energy of the second battery, and the parameter of the DC-DC converter further comprises a conversion efficiency of the DC-DC converter, and the obtaining the time information according to the residual energy of the second battery and the power limit value of the DC-DC converter comprises: obtaining a high-voltage available energy of the second battery according to the residual energy of the second battery, the proportion of available energy of the second battery and the conversion efficiency of the DC-DC converter, wherein the high-voltage available energy of the second battery is a product of the residual energy of the second battery, the proportion of available energy of the second battery and the conversion efficiency of the DC-DC converter; and obtaining the time information according to the high-voltage available energy of the second battery and the power limit value of the DC-DC converter.

[0163] As an example, the second battery is a 12V 20Ah lithium iron phosphate battery, 12V is the voltage level of the lithium iron phosphate battery, and 20Ah represents the capacity of the lithium iron phosphate battery. Assuming that the current state of charge of the battery is 1, the proportion of available energy of the battery is 90%, and the conversion efficiency of the DC-DC converter is 80%, the high-voltage available energy of the second battery is obtained by simple estimation by the following formula (1), for example, the high-voltage available energy of the lithium iron phosphate battery is about 173 watt-hours (Wh).

[0164]

[0165] It can be understood that formula (1) is only an example of an estimation method of the high-voltage available energy of the battery, and should not be limited to the calculation of the high-voltage available energy of the battery. In some embodiments, a calibration method can also be used to accurately calculate the high-voltage available energy of the battery.

[0166] Further, if the power limit value of the DC-DC converter is 10kw, it can be known based on the high-voltage available energy of the above lithium iron phosphate battery that the battery can support a 10kw power output for about 60 seconds; if the power limit value of the DC-DC converter is 6kw, it can be known based on the high-voltage available energy of the above lithium iron phosphate battery that the battery can support a 6kw power output for about 103 seconds.

[0167] S404: controlling the vehicle to stop based on the time information, or prompting the driver with the time information and the power limit value to control the vehicle to stop.

[0168] In an implementation manner, the controlling the vehicle to stop based on the time information comprises: determining a driving strategy based on the time information and the power limit value of the DC-DC converter, the driving strategy making the time length for the vehicle to travel from the current position to the target position less than the maximum time length indicated by the time information; and controlling the vehicle to drive to the target position based on the driving strategy.

[0169] Exemplarily, the driving strategy satisfies at least one of the following conditions:

[0170] a driving speed of the vehicle is less than a speed threshold;

[0171] the vehicle should keep uniform driving; and,

[0172] a path of the vehicle should avoid an uphill area.

[0173] It can be understood that low-speed driving can generally save more electricity, and considering the driving speed of the vehicle can better balance the relationship between driving efficiency and power consumption. The vehicle keeps uniform driving, avoids frequent acceleration and sudden braking as much as possible, and the driving path of the vehicle avoids the uphill area, which are all conducive to reducing power consumption. In this way, the use efficiency of the battery and the driving distance of the vehicle can be maximized. In some schemes, the power and efficiency of the second battery can also be monitored in real time during the driving of the vehicle, so as to facilitate timely adjustment of the driving strategy.

[0174] Exemplarily, the driving strategy includes a driving speed of the vehicle and a farthest distance that the vehicle can drive based on the driving speed within a time information indicated time length. For example, if it is determined based on the high-voltage available energy of the second battery that the second battery can support 103 seconds of power output of 6kw, that is, the maximum time length indicated by the time information is 103 seconds, and it is determined that the vehicle performs uniform driving at a driving speed of 30km / h, then based on the maximum time length indicated by the time information and the driving speed of the vehicle, it can be determined that the farthest distance that the vehicle can drive is about 0.85 kilometers. That is, the driving strategy can be that the vehicle uniformly drives at a speed of 30km / h for 0.85 kilometers.

[0175] Exemplarily, the target position can be any one of a safe parking position within the farthest distance that the vehicle can drive under the driving strategy, such as a roadside stop point, a vehicle repair point, etc.

[0176] Here, the driving strategy can be a minimum risk strategy. By executing the minimum risk strategy, the probability of accidents can be maximized to reduce, and the safety of the vehicle under various environments can be ensured.

[0177] Referring to Figure 6 , Figure 6 is a schematic diagram of an application scenario provided by an embodiment of the present application. In Figure 7In some embodiments, the vehicle is driving on an urban road, and the power supply of the electric drive system by the power battery (i.e., the first battery) of the vehicle is interrupted at position A. Without the method provided in the present application, the electric drive system of the vehicle may, due to the instantaneous power interruption, cause the vehicle to be parked in the middle of the road (e.g., at position A or a position close to position A). With the method provided in the present application, when the control device detects the interruption of the power supply of the electric drive system by the first battery at position A, the control device controls the second battery to supply power to the electric drive system through the DC-DC converter (with a voltage boosting function). In the intelligent driving mode, the control device can control the vehicle to drive from position A to position B based on the driving strategy described above. The time required for the vehicle to travel from position A to position B is not more than the maximum time for which the second battery supplies power to the electric drive system, and the distance between position A and position B is less than the maximum distance that the vehicle can travel under the driving strategy. In this way, in the case of interruption of the power supply of the electric drive system by the power battery, the vehicle can be safely parked by the side of the road by supplying power to the electric drive system after boosting the voltage of the low-voltage battery to support the vehicle to continue driving for a certain distance.

[0178] That is, in the intelligent driving scenario, the control device can independently control the vehicle based on the time information described above. In the case of interruption of the power supply of the electric drive system by the power battery, the vehicle can still continue driving for a certain distance, and the vehicle can be driven to a safe position for parking.

[0179] In another implementation, in the manual driving mode, the driver can also be prompted with the time information and the power limit value. In some embodiments, after determining the driving strategy based on the time information and the power limit value, the control device can also prompt the driver with the driving strategy for reference.

[0180] For example, the driver can be prompted in at least one of the following ways: text display, pop-up prompt, voice broadcast, etc. For example, the content of the text display or the content of the voice broadcast can be "power supply interruption by the power battery, power limit value is 10kw, please park safely within 60 seconds". This is only an example, and the power limit value and the maximum time indicated by the time information should not be limited.

[0181] The vehicle is provided with a display device, and the control device can display the time information and the power limit value on the display interface of the display device. For example, the display device can be a car machine tablet, a vehicle-mounted display, or a head-up display (HUD) system, etc.

[0182] Referring to Figure 7 , Figure 7 is a schematic diagram of a display interface provided by an embodiment of the present application. In Figure 7In some possible embodiments, the control device controls the second battery to supply power to the electric drive system through the DC-DC converter. In this case, the control device can further perform the following operation: obtaining monitoring information of the second battery, the monitoring information of the second battery comprising at least one of a state of charge of the second battery, a temperature of the second battery, and a voltage output by the second battery; and sending a second instruction to the DC-DC converter when the control device detects that the second battery satisfies any one of the following conditions based on the monitoring information of the second battery, the second instruction being used to instruct the DC-DC converter to stop performing the voltage boosting operation.

[0183] It can be understood that, Figure 4 The above time information and power limit value are only used as an example of reminding the driver in the human driving mode, and should not be construed as limiting the manner of reminding the driver and the content of the reminder presented to the driver.

[0184] In some possible embodiments, when the control device receives a collision signal from the collision sensor during the process of performing the above method, the control device broadcasts a power-down instruction, and accordingly, when the DC-DC converter receives the power-down instruction, the DC-DC converter stops performing the voltage boosting operation. It can be understood that when the DC-DC converter is a bidirectional DC-DC converter, if the DC-DC converter receives the power-down instruction, the DC-DC converter stops reverse operation. In this way, it can prevent the occupants in the vehicle from being electrocuted, and is beneficial to improve the safety of the vehicle and the occupants.

[0185] In some possible embodiments, when the control device controls the second battery to supply power to the electric drive system through the DC-DC converter, the control device can further perform the following operation: obtaining monitoring information of the second battery, the monitoring information of the second battery comprising at least one of a state of charge of the second battery, a temperature of the second battery, and a voltage output by the second battery; and sending a second instruction to the DC-DC converter when the control device detects that the second battery satisfies any one of the following conditions based on the monitoring information of the second battery, the second instruction being used to instruct the DC-DC converter to stop performing the voltage boosting operation.

[0186] The state of charge of the second battery is less than or equal to a first threshold value;

[0187] The temperature of the second battery reaches a second threshold value; or

[0188] The voltage output by the second battery is less than or equal to a third threshold value.

[0189] Here, the first threshold value, the second threshold value, and the third threshold value can be set by a user or a default factory setting.

[0190] In this way, when it is detected that the second battery satisfies any one of the above conditions, the DC-DC converter is controlled to stop the voltage boosting operation in time, which can prevent the battery from over-discharging or overheating, and is beneficial to maintain the safety of the second battery.

[0191] In some solutions, even when a vehicle leaves the factory without a power battery, the voltage output from the vehicle's low-voltage battery can be boosted to provide high-voltage power to the electric drive system. This enables short-distance vehicle movement, suitable for scenarios such as loading / unloading trailers, maneuvering, and handling breakdowns. Furthermore, in scenarios supporting vehicle-battery separation, if thermal runaway of the power battery interrupts the power supply to the electric drive system, the solution provided in this article allows the vehicle to continue driving a distance away from the discarded battery after discarding it, thus improving vehicle safety.

[0192] Implementation Figure 8 In an emergency where the power battery interrupts the power supply to the electric drive system, the voltage output from the low-voltage battery in the vehicle is boosted to supply power to the electric drive system, ensuring that the high-voltage power supply to the electric drive system is not interrupted instantaneously. The electric drive system can continue to maintain power for a period of time, allowing the vehicle to continue driving for a distance even when the power battery power supply is interrupted. This enables the vehicle to drive to a safe location and stop, improving the safety of the vehicle and its occupants.

[0193] See Figure 8 , Figure 4 This is a schematic diagram of a control device provided in an embodiment of this application. The control device 30 includes a detection unit 310 and a processing unit 312. The control device 30 can be implemented by hardware, software, or a combination of hardware and software.

[0194] The control device 30 is used to control the vehicle power supply system, which includes a first battery, a second battery, an electric drive system, a low-voltage load, and a DC-DC converter. The DC-DC converter is coupled between the second battery and the electric drive system. The voltage level of the first battery is higher than that of the second battery. The first battery supplies power to the electric drive system, and the second battery supplies power to the low-voltage load. The detection unit 310 is used to determine if the power supply from the first battery to the electric drive system is interrupted. The processing unit 312 is used to control the second battery to supply power to the electric drive system through the DC-DC converter, wherein the DC-DC converter has a boost function.

[0195] The control device 30 can be used to achieve Figure 4 The method described in the embodiments. Figure 9 In this embodiment, the detection unit 310 can be used to execute S401, and the processing unit 312 can be used to execute S402-S404. In some possible embodiments, the control device 30 further includes a sending unit 314, which is used to send instructions to the DC-DC converter, such as the first instruction and the second instruction mentioned above.

[0196] It should be understood that the division of the units in the control device 30 above is only a logical division, and in actual implementation, all or part of the units can be integrated into one physical entity, or can be physically separated. In addition, the units in the device can be implemented in the form of processor calling software; for example, the device includes a processor, the processor is connected with a memory, the memory stores instructions, and the processor calls the instructions stored in the memory to implement any one of the above methods or to implement the functions of the units of the device, wherein the processor is, for example, a general processor such as a central processing unit (CPU) or a microprocessor, and the memory is a memory in the device or a memory outside the device. Alternatively, the units in the device can be implemented in the form of hardware circuit, and the functions of part or all of the units can be implemented through the design of the hardware circuit, which can be understood as one or more processors; for example, in one implementation, the hardware circuit is an application-specific integrated circuit (ASIC), and the functions of part or all of the units are implemented through the design of the logical relationship between the elements in the circuit; for example, in another implementation, the hardware circuit is a programmable logic device (PLD), and taking a field programmable gate array (FPGA) as an example, it can include a large number of logic gate circuits, and the connection relationship between the logic gate circuits is configured through a configuration file, so as to implement the functions of part or all of the units. All the units of the above device can be implemented in the form of processor calling software, or all the units can be implemented in the form of hardware circuit, or part of the units can be implemented in the form of processor calling software, and the remaining part can be implemented in the form of hardware circuit.

[0197] In the embodiments of the present application, the processor is a circuit with signal processing capability. In one implementation, the processor can be a circuit with instruction reading and running capability, such as a central processing unit (CPU), a microprocessor, a graphics processing unit (GPU) (which can be understood as a microprocessor), a digital signal processor (DSP), etc. In another implementation, the processor can implement certain functions through a logical relationship of a hardware circuit, which is fixed or reconfigurable. For example, the processor is a hardware circuit implemented by an application-specific integrated circuit (ASIC) or a programmable logic device (PLD), such as an FPGA. In the reconfigurable hardware circuit, the processor loads a configuration document to implement the hardware circuit configuration. It can be understood that the processor loads instructions to implement the functions of the above units. In addition, it can also be a hardware circuit designed for artificial intelligence, which can be understood as an ASIC, such as a neural network processing unit (NPU), a tensor processing unit (TPU), a deep learning processing unit (DPU), etc.

[0198] It can be seen that each unit in the above apparatus can be one or more processors (or processing circuits) configured to implement the above methods, such as a CPU, a GPU, an NPU, a TPU, a DPU, a microprocessor, a DSP, an ASIC, an FPGA, or a combination of at least two of these processor forms.

[0199] In addition, each unit in the above apparatus can be integrated together or can be independently implemented. In one implementation, the units are integrated together to implement a system-on-a-chip (SOC). The SOC can include at least one processor for implementing any of the above methods or the functions of the units of the apparatus. The at least one processor can be of different types, such as a CPU and an FPGA, a CPU and an artificial intelligence processor, a CPU and a GPU, etc.

[0200] Referring to Figure 9 , Figure 9 is a structural schematic diagram of a control device provided by an embodiment of the present application. As shown in Figure 2As shown, the control device 40 comprises a processor 401, a communication interface 402, a memory 403 and a bus 404. The processor 401, the memory 403 and the communication interface 402 communicate with each other through the bus 404. It should be understood that the number of processors and memories in the control device 40 is not limited in the present application.

[0201] In an implementation, the control device 40 can be a controller of the vehicle or a component in the controller, such as a chip, an integrated circuit, etc. Here, the controller can refer to the description of the controller in the foregoing embodiments, which will not be repeated here. Figure 9

[0202] The bus 404 can be a peripheral component interconnect (PCI) bus or an extended industry standard architecture (EISA) bus, etc. The bus can be divided into an address bus, a data bus, a control bus, etc. For ease of representation, only one line is used in the present application, but it does not mean that there is only one bus or one type of bus. The bus 404 can include a path for transmitting information between various components (e.g., the memory 403, the processor 401, the communication interface 402) of the control device 40. Figure 4

[0203] The processor 401 can refer to the description of the processor in the foregoing embodiments, which will not be repeated here.

[0204] The memory 403 is configured to provide a storage space in which data such as an operating system and a computer program can be stored. The memory 403 can be one or a combination of a random access memory (RAM), an erasable programmable read only memory (EPROM), a read-only memory (ROM), or a compact disc read memory (CD-ROM). The memory 403 can exist independently or be integrated into the processor 401.

[0205] ​​The communication interface 402 can be used to provide information input or output to the processor 401. Alternatively, the communication interface 402 can be used to receive and / or send data to externally transmitted data, and can be a wired link interface including an Ethernet cable, or a wireless link interface (such as Wi-Fi, Bluetooth, general wireless transmission, etc.). Alternatively, the communication interface 402 may also include a transmitter (such as an RF transmitter, antenna, etc.) or a receiver coupled to the interface.

[0206] In some possible embodiments, the control device 40 may also include a display 405. The display 405 is connected or coupled to the processor 401 via a bus 404. The display 405 can be used to display the aforementioned time information and power limit values ​​to the driver. In some embodiments, the display 405 can also display the aforementioned driving strategy to the user. The display 405 can be a screen, such as a liquid crystal display (LCD), an organic light-emitting diode (OLED), or an active matrix organic light-emitting diode (AMOLED). The display 405 can also be a vehicle-mounted tablet, an in-vehicle display, or a head-up display (HUD) system.

[0207] The processor 401 in the control device 40 is used to read the computer program stored in the memory 403 to execute the aforementioned method, for example... Figure 4 The method described.

[0208] In one possible design, the control device 40 may be an execution device. ​ One or more modules in the execution body of the method shown include a control device 40 for controlling a vehicle power supply system. The vehicle power supply system includes a first battery, a second battery, an electric drive system, a low-voltage load, and a DC-DC converter. The DC-DC converter is coupled between the second battery and the electric drive system. The voltage level of the first battery is higher than that of the second battery. The first battery powers the electric drive system, and the second battery powers the low-voltage load. The processor 401 can read one or more computer programs stored in memory to perform the following operations:

[0209] The detection unit 310 determines that the first battery's power supply to the electric drive system is interrupted.

[0210] The second battery supplies power to the electric drive system through the aforementioned DC-DC converter, wherein the DC-DC converter has a boost function.

[0211] In the above-described embodiments, the description of each embodiment is focused on, and the parts not described in detail in a certain embodiment can be referred to the relevant description of other embodiments. In addition, in each embodiment of the present application, the terms and / or descriptions of each embodiment are consistent and can be referred to each other if not specially stated and not logically conflicting, and the technical features in different embodiments can be combined to form new embodiments according to their inherent logical relationship.

[0212] It should be noted that all or part of the steps of various methods in the above-described embodiments can be completed by programs instructing relevant hardware, and the programs can be stored in a computer-readable storage medium, including read-only memory (ROM), random access memory (RAM), programmable read-only memory (PROM), erasable programmable read-only memory (EPROM), one-time programmable read-only memory (OTPROM), electrically-erasable programmable read-only memory (EEPROM), compact disc read-only memory (CD-ROM) or other optical disk storage, magnetic disk storage, magnetic tape storage, or any other medium that can be used to carry or store data in a computer-readable manner.

[0213] The technical solutions of the present application or the essential part or the whole or part of the technical solutions can be embodied in the form of a software product, and the computer program product is stored in a storage medium and includes instructions for making a device (which can be a personal computer, a server, or a network device, a robot, a single-chip microcomputer, a chip, a robot, etc.) execute all or part of the steps of the method described in each embodiment of the present application.

Claims

1. A vehicle power supply system, characterized in that, The vehicle power supply system includes a first battery, a second battery, an electric drive system, a low-voltage load, and a DC-DC converter. The voltage level of the first battery is higher than that of the second battery, and the DC-DC converter is coupled between the second battery and the electric drive system. The first battery is used to power the electric drive system, and the second battery is used to power the low-voltage load; The second battery is also used to supply power to the electric drive system via the DC-DC converter in the event of an interruption in the power supply to the electric drive system from the first battery, the DC-DC converter having a boost function.

2. The system according to claim 1, characterized in that, The DC-DC converter is a bidirectional DC-DC converter, or the DC-DC converter is a boost converter.

3. The system according to claim 1 or 2, characterized in that, The vehicle power supply system also includes a power distribution box. When the DC-DC converter is a bidirectional DC-DC converter, the DC-DC converter is coupled between the second battery and the electric drive system through the power distribution box. The first battery is also used to charge the second battery through the power distribution box and the DC-DC converter.

4. The system according to claim 3, characterized in that, The DC-DC converter is also coupled between the second battery and the low-voltage load, and the first battery is also used to supply power to the low-voltage load through the power distribution box and the DC-DC converter.

5. The system according to claim 1 or 2, characterized in that, The vehicle power supply system also includes a power distribution box. When the DC-DC converter is a boost converter, the vehicle power supply system also includes a buck converter. The buck converter is coupled between the second battery and the electric drive system through the power distribution box. The first battery is also used to charge the second battery through the power distribution box and the buck converter.

6. The system according to claim 5, characterized in that, The buck converter is also coupled between the second battery and the low-voltage load, and the first battery is also used to supply power to the low-voltage load through the power distribution box and the buck converter.

7. The system according to claim 5 or 6, characterized in that, The power distribution box includes a first switch, the movable end of the first switch is connected to the first battery and the electric drive system respectively, the first fixed end of the first switch is connected to the input end of the buck converter, and the second fixed end of the first switch is connected to the output end of the boost converter. When the buck converter enables the buck function, the active terminal of the first switch is connected to the first fixed terminal of the first switch. When the boost converter enables the boost function, the active terminal of the first switch is connected to the second fixed terminal of the first switch.

8. The system according to claim 5 or 6, characterized in that, The distribution box includes a second switch and a third switch. The first terminal of the second switch is connected to the electric drive system, and the second terminal of the second switch is connected to the output terminal of the boost converter; the first terminal of the third switch is connected to both the first battery and the electric drive system, and the second terminal of the third switch is connected to the input terminal of the buck converter; when the boost converter is enabled, the second switch is closed; when the buck converter is enabled, the third switch is closed. The second switch and the third switch are mutually exclusive.

9. The system according to any one of claims 1-8, characterized in that, The DC-DC converter is configured to enable the boost function of the DC-DC converter in response to a received first instruction, in the event of an interruption in the power supply of the first battery to the electric drive system, so that the second battery can supply power to the electric drive system.

10. The system according to claim 9, characterized in that, The DC-DC converter is also used to disable the boost function of the DC-DC converter upon receiving a second instruction or a third instruction, wherein the second instruction indicates that the boost function is disabled and the third instruction is a power-down instruction.

11. A power supply control method, characterized in that, The method is used to control a vehicle power supply system, the vehicle power supply system including a first battery, a second battery, an electric drive system, a low-voltage load, and a DC-DC converter, wherein the DC-DC converter is coupled between the second battery and the electric drive system, the voltage level of the first battery is higher than the voltage level of the second battery, the first battery is used to power the electric drive system, and the second battery is used to power the low-voltage load; the method includes: It is determined that the first battery is interrupted in supplying power to the electric drive system; The second battery is controlled to supply power to the electric drive system through the DC-DC converter, wherein the DC-DC converter has a boost function.

12. The method according to claim 11, characterized in that, The DC-DC converter is a bidirectional DC-DC converter, or the DC-DC converter is a boost converter.

13. The method according to claim 11 or 12, characterized in that, The power supply to the electric drive system from the first battery is determined to be interrupted when one or more of the following conditions are met: The output current of the first battery was detected to meet an abnormal condition. The alarm information received from the battery management system (BMS) indicates a fault in the first battery or an open circuit between the first battery and the electric drive system. The system receives diagnostic information from the on-board diagnostic system, which indicates a fault that causes a power outage to the first battery.

14. The method according to any one of claims 11-13, characterized in that, The control of the second battery to supply power to the electric drive system through the DC-DC converter includes: A first instruction is sent to the DC-DC converter, the first instruction being used to instruct the DC-DC converter to boost the voltage output by the second battery so that the second battery supplies power to the electric drive system.

15. The method according to any one of claims 11-14, characterized in that, The method further includes: Based on the parameters of the second battery and the parameters of the DC-DC converter, time information is obtained. The time information is used to indicate the maximum duration for which the second battery supplies power to the electric drive system. The parameters of the DC-DC converter include the power limit value of the DC-DC converter. The vehicle may be stopped based on the time information, or the driver may be prompted with the time information and the power limit value to stop the vehicle.

16. The method according to claim 15, characterized in that, The method of controlling the vehicle to stop based on the time information includes: Based on the time information and the power limit value, a driving strategy is determined such that the time taken for the vehicle to travel from its current location to its target location is less than the maximum time indicated by the time information. Based on the driving strategy, the vehicle is controlled to drive to the target location and then park.

17. The method according to any one of claims 11-16, characterized in that, The method further includes: Upon receiving a collision signal, a power-down command is broadcast, which causes the DC-DC converter to stop performing boost operation.

18. The method according to any one of claims 11-17, characterized in that, The method further includes the following steps during the process of controlling the second battery to supply power to the electric drive system through the DC-DC converter: When the second battery is detected to meet any of the following conditions, a second instruction is sent to the DC-DC converter, the second instruction being used to instruct the DC-DC converter to stop performing the boost operation; The state of charge (SOC) of the second battery is less than or equal to the first threshold. The temperature of the second battery reaches the second threshold; or, The voltage output by the second battery is less than or equal to the third threshold.

19. A device for power supply control, characterized in that, The device is used to control a vehicle power supply system, which includes a first battery, a second battery, an electric drive system, a low-voltage load, and a DC-DC converter. The DC-DC converter is coupled between the second battery and the electric drive system. The voltage level of the first battery is higher than that of the second battery. The first battery supplies power to the electric drive system, and the second battery supplies power to the low-voltage load. The device includes: The detection unit is used to determine when the first battery interrupts the power supply to the electric drive system; A processing unit is configured to control the second battery to supply power to the electric drive system through the DC-DC converter, wherein the DC-DC converter has a boost function.

20. The apparatus according to claim 19, characterized in that, The DC-DC converter is a bidirectional DC-DC converter, or the DC-DC converter is a boost converter.

21. The apparatus according to claim 19 or 20, characterized in that, The detection unit is specifically configured to: determine that the power supply from the first battery to the electric drive system is interrupted when one or more of the following conditions are met: The output current of the first battery was detected to meet an abnormal condition. The alarm information received from the battery management system (BMS) indicates a fault in the first battery or an open circuit between the first battery and the electric drive system. The system receives diagnostic information from the on-board diagnostic system, which indicates a fault that causes a power outage to the first battery.

22. The apparatus according to any one of claims 19-21, characterized in that, The device further includes a transmitting unit, and the processing unit is specifically used for: The transmitting unit sends a first instruction to the DC-DC converter, the first instruction being used to instruct the DC-DC converter to boost the voltage output by the second battery so that the second battery supplies power to the electric drive system.

23. The apparatus according to any one of claims 19-22, characterized in that, The processing unit is further configured to: Based on the parameters of the second battery and the parameters of the DC-DC converter, time information is obtained. The time information is used to indicate the maximum duration for which the second battery supplies power to the electric drive system. The parameters of the DC-DC converter include the power limit value of the DC-DC converter. The vehicle may be stopped based on the time information, or the driver may be prompted with the time information and the power limit value to stop the vehicle.

24. The apparatus according to claim 23, characterized in that, The processing unit is specifically used for: Based on the time information and the power limit value of the DC-DC converter, a driving strategy is determined, which makes the time taken for the vehicle to travel from the current location to the target location less than the maximum time indicated by the time information. Based on the driving strategy, the vehicle is controlled to drive to the target location and then park.

25. The apparatus according to any one of claims 19-24, characterized in that, The apparatus further includes a transmitting unit, the transmitting unit being used for: When the detection unit detects that the second battery meets any of the following conditions, it sends a second instruction to the DC-DC converter, the second instruction being used to instruct the DC-DC converter to stop performing the boost operation; The state of charge (SOC) of the second battery is less than or equal to the first threshold. The temperature of the second battery reaches the second threshold; or, The voltage output by the second battery is less than or equal to the third threshold.

26. A chip, characterized in that, The chip includes a memory and a processor, the memory storing computer program instructions, and the processor executing the computer program instructions to cause the chip to perform the method as described in any one of claims 11-18.

27. A power supply control system, characterized in that, The power supply control system includes a control device and a vehicle power supply system, the control device being configured to perform the method as described in any one of claims 11-18 to control the vehicle power supply system, wherein the vehicle power supply system is the system as described in any one of claims 1-10.

28. A vehicle, characterized in that, The vehicle includes a vehicle power supply system as described in any one of claims 1-10, or a device as described in any one of claims 19-25, or a chip as described in claim 26, or a power supply control system as described in claim 27.

29. A computer-readable storage medium for program instructions, characterized in that, When the program instructions are executed by the processor, they implement the method as described in any one of claims 11-18.

30. A computer program product containing instructions, characterized in that, When the instructions are executed by the computing device, the computing device performs the method as described in any one of claims 11-18.

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