Vehicle electrical system and method, electronic device, and storage medium

Abstract

The invention discloses a vehicle electrical system and method, electronic equipment and a storage medium. The system comprises a power supply loop, the first input end of the power supply loop is connected with the positive electrode of a power battery, and the second input end of the power supply loop is connected with the negative electrode of the power battery; the conversion loop is deployed in the power battery; the first end of the pre-charging loop is connected with the positive electrode of the power battery, and the second end of the pre-charging loop is connected with the first output end of the power supply loop; the first end of the reverse pre-charging loop is connected with the first input end of the first load assembly, and the second end of the reverse pre-charging loop is connected with the fifth end of the conversion loop. The technical problem of low reliability of a vehicle electrical system in related technologies is solved.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of vehicles, in particular to a vehicle electrical system, method, electronic device and storage medium. BACKGROUND

[0002] With the promotion of global environmental protection trend, the popularity of electric vehicles accelerates, and the complexity of its electrical system also increases, especially the increase of low-voltage load power consumption. When electric vehicles are not in use, the low-voltage storage battery power is easy to be depleted due to the existence of static current, causing low-voltage power supply. The traditional high-voltage system power-on method generally lacks flexibility and is difficult to cope with diversified vehicle working conditions, thereby causing damage to the storage battery, and further leading to low reliability of the vehicle electrical system in related technologies.

[0003] At present, there is no effective solution to the above problems. SUMMARY

[0004] The embodiments of the present application provide a vehicle electrical system, method, electronic device and storage medium to at least solve the technical problem of low reliability of the vehicle electrical system in related technologies.

[0005] According to an aspect of an embodiment of the present application, a vehicle electrical system is provided, comprising: a power supply loop, a first input end of the power supply loop being connected with a positive electrode of a power battery, a second input end of the power supply loop being connected with a negative electrode of the power battery, a first output end of the power supply loop being connected with a first input end of a first load component, a second output end of the power supply loop being connected with a second input end of the first load component, the power supply loop being configured to transmit first electric energy of the power battery to the first load component; a conversion loop, the conversion loop being disposed inside the power battery, a first end of the conversion loop being connected with the positive electrode of the power battery, a second end of the conversion loop being connected with the negative electrode of the power battery, a third end of the conversion loop being connected with a first input end of a second load component and a first end of a storage battery, a fourth end of the conversion loop being connected with a second input end of the second load component and a second end of the storage battery, the conversion loop being configured to transmit, after voltage conversion, the first electric energy output by the power battery to the second load component and the storage battery, or transmit, after voltage conversion, second electric energy output by the storage battery to the first load component; a pre-charging loop, a first end of the pre-charging loop being connected with the positive electrode of the power battery, a second end of the pre-charging loop being connected with the first output end of the power supply loop, the pre-charging loop being configured to limit current during vehicle power-on; a reverse pre-charging loop, a first end of the reverse pre-charging loop being connected with the first input end of the first load component, a second end of the reverse pre-charging loop being connected with a fifth end of the conversion loop, the reverse pre-charging loop being configured to charge using converted electric energy of the conversion loop, wherein the converted electric energy is electric energy obtained after voltage conversion of the second electric energy output by the storage battery.

[0006] Further, the conversion circuit comprises: a conversion positive relay, a first end of the conversion positive relay being connected with the first end of the conversion circuit; a conversion negative relay, a first end of the conversion negative relay being connected with the second end of the conversion circuit; a converter, a first end of the converter being connected with the second end of the conversion positive relay and the fifth end of the conversion circuit, a second end of the converter being connected with the second end of the conversion negative relay, a third end of the converter being connected with the third end of the conversion circuit, and a fourth end of the converter being connected with the fourth end of the conversion circuit.

[0007] Further, the pre-charge circuit comprises: a first pre-charge relay, a first end of the first pre-charge relay being connected with the first end of the pre-charge circuit; a pre-charge resistor, a first end of the pre-charge resistor being connected with a second end of the first pre-charge relay, and a second end of the pre-charge resistor being connected with the second end of the pre-charge circuit.

[0008] Further, the reverse pre-charge circuit comprises: a second pre-charge relay, a first end of the second pre-charge relay being connected with the first end of the reverse pre-charge circuit, and a second end of the second pre-charge relay being connected with the second end of the reverse pre-charge circuit.

[0009] Further, the power supply circuit comprises: a main positive relay, a first end of the main positive relay being connected with the first input end of the power supply circuit, and a second end of the main positive relay being connected with the first output end of the power supply circuit; and a main negative relay, a first end of the main negative relay being connected with the second input end of the power supply circuit, and a second end of the main negative relay being connected with the second output end of the power supply circuit.

[0010] According to another aspect of the embodiments of the present application, a vehicle power-on control method is also provided, applied to the vehicle electrical system, comprising: in the case that the vehicle electrical system is started, obtaining state data of the battery; determining a target pre-charge mode of the vehicle electrical system based on the state data; in the case that the target pre-charge mode is a first pre-charge mode, controlling the pre-charge circuit and the power supply circuit in the vehicle electrical system; in the case that the target pre-charge mode is a second pre-charge mode, controlling the reverse pre-charge circuit, the power supply circuit and the conversion circuit in the vehicle electrical system.

[0011] Further, the target pre-charge mode of the vehicle electrical system is determined based on the state data, comprising: determining whether the battery has a starting condition based on the state data; in the case that the battery has the starting condition, determining that the target pre-charge mode is the second pre-charge mode; in the case that the battery does not have the starting condition, determining that the target pre-charge mode is the first pre-charge mode.

[0012] Further, the method further comprises: in the case that the first pre-charging relay is successfully turned on, obtaining a first voltage of the first load component; determining a difference between the voltage of the power battery and the first voltage to obtain a first difference value; in the case that the first difference value is greater than a first preset difference value within a first preset time period, determining that the vehicle electrical system satisfies the first pre-charging condition.

[0013] Further, the method further comprises: in the case that the first pre-charging relay is successfully turned on, obtaining a first voltage of the first load component; determining a difference between the voltage of the power battery and the first voltage to obtain a first difference value; in the case that the first difference value is greater than a first preset difference value within a first preset time period, determining that the vehicle electrical system satisfies the first pre-charging condition.

[0014] Further, the method further comprises: in the case that the first pre-charging relay is successfully turned on, obtaining a first voltage of the first load component; determining a difference between the voltage of the power battery and the first voltage to obtain a first difference value; in the case that the first difference value is greater than a first preset difference value within a first preset time period, determining that the vehicle electrical system satisfies the first pre-charging condition.

[0015] Further, the method further comprises: in the case that the first pre-charging relay is successfully turned on, obtaining a first voltage of the first load component; determining a difference between the voltage of the power battery and the first voltage to obtain a first difference value; in the case that the first difference value is greater than a first preset difference value within a first preset time period, determining that the vehicle electrical system satisfies the first pre-charging condition.

[0016] Further, the method further comprises: in the case that the first pre-charging relay is successfully turned on, obtaining a first voltage of the first load component; determining a difference between the voltage of the power battery and the first voltage to obtain a first difference value; in the case that the first difference value is greater than a first preset difference value within a first preset time period, determining that the vehicle electrical system satisfies the first pre-charging condition.

[0017] Further, the method further includes: in a case where the vehicle is in a static state, acquiring a remaining power of the power battery; and in a case where the remaining power is greater than a preset power, controlling the conversion circuit to be turned on to charge the storage battery.

[0018] According to another aspect of the embodiments of the present application, a vehicle power control device is also provided, including: an acquisition module configured to acquire state data of a storage battery in a case where a vehicle electrical system is started; a determination module configured to determine a target pre-charge mode of the vehicle electrical system based on the state data; a first control module configured to control a pre-charge circuit and a power supply circuit in the vehicle electrical system in a case where the target pre-charge mode is a first pre-charge mode; and a second control module configured to control a reverse pre-charge circuit, the power supply circuit and a conversion circuit in the vehicle electrical system in a case where the target pre-charge mode is a second pre-charge mode.

[0019] According to another aspect of the embodiments of the present application, an electronic device is also provided, including: a memory storing an executable program; and a processor configured to run the program, wherein the program is configured to execute the method in the embodiments of the present application when running.

[0020] According to another aspect of the embodiments of the present application, a computer readable storage medium is also provided, including a stored executable program, wherein the executable program is configured to control a device where the computer readable storage medium is located to execute the method in the embodiments of the present application when running.

[0021] According to another aspect of the embodiments of the present application, a computer program product is also provided, including a computer program configured to implement the method in the embodiments of the present application when executed by a processor.

[0022] According to another aspect of the embodiments of the present application, a computer program product is also provided, including a non-volatile computer readable storage medium storing a computer program, wherein the computer program is configured to implement the method in the embodiments of the present application when executed by a processor.

[0023] According to another aspect of the embodiments of the present application, a computer program is also provided, wherein the computer program is configured to implement the method in the embodiments of the present application when executed by a processor.

[0024] In the embodiments of the present application, the vehicle electrical system provided by the present application mainly includes a power supply circuit, a conversion circuit, a pre-charging circuit and a reverse pre-charging circuit. The power supply circuit is used as a high-voltage energy transmission channel, the first input end of which is connected to the positive electrode of the power battery, and the second input end is connected to the negative electrode of the power battery, thereby receiving the first electric energy provided by the power battery. The first output end of the power supply circuit is connected to the first input end of the first load component, and the second output end is connected to the second input end of the first load component, thereby completing the energy transmission between the power battery and the high-voltage load. The conversion circuit is arranged inside the power battery and serves as a bridge for energy conversion. The first end of the conversion circuit is connected to the positive electrode of the power battery, and the second end is connected to the negative electrode of the power battery, thereby receiving the high-voltage electric energy of the power battery. The third end of the conversion circuit is connected to the first input end of the second load component and the first end of the storage battery, and the fourth end is connected to the second input end of the second load component and the second end of the storage battery. This means that the conversion circuit can convert the high-voltage electric energy of the power battery into low-voltage electric energy, thereby supplying power to the low-voltage accessories and the storage battery, and also supporting reverse energy conversion to provide emergency starting electric energy for the high-voltage load component. The pre-charging circuit is involved in the vehicle power-on process, the first end of which is connected to the positive electrode of the power battery, and the second end is connected to the first output end of the power supply circuit, i.e., the positive electrode of the high-voltage load component. The pre-charging circuit slowly builds up the charge of the high-voltage capacitor through the current-limiting resistor, thereby avoiding the current impact when the high-voltage system is suddenly powered on, ensuring the smooth start of the high-voltage system, and protecting the high-voltage capacitor from damage. The reverse pre-charging circuit provides a way for the high-voltage energy conversion of the low-voltage storage battery. One end of the reverse pre-charging circuit is connected to the first input end of the first load component, i.e., the positive electrode of the high-voltage system, and the other end is connected to the fifth end of the conversion circuit. When the low-voltage storage battery is in good condition and can meet the starting conditions, the reverse pre-charging circuit will step up the low-voltage electric energy and transmit it to the power supply circuit through the conversion circuit, thereby providing an alternative solution for the smooth start of the high-voltage system. The vehicle electrical system of the present application integrates the power supply circuit, the conversion circuit, the pre-charging circuit and the reverse pre-charging circuit, thereby realizing the efficient cooperation of high-voltage and low-voltage power supplies. When the vehicle is stationary, the conversion circuit is automatically turned on to continuously supply power to the low-voltage storage battery and accessories, thereby preventing power feeding. When the high-voltage is started, the pre-charging circuit or the reverse pre-charging circuit is intelligently switched according to the conditions, thereby avoiding the current impact during the power-on process of the high-voltage system, and also fully utilizing the available energy of the low-voltage storage battery. Through this structural design, the system can flexibly cope with different working conditions, thereby significantly improving the reliability of the vehicle electrical system. Furthermore, the technical problem of low reliability of the vehicle electrical system in the related art is solved. BRIEF DESCRIPTION OF DRAWINGS

[0025] The drawings described herein are used to provide further understanding of the present application, and form a part of the present application. The illustrative embodiments of the present application and their descriptions serve to explain the present application, and do not constitute improper limitations on the present application. In the drawings:

[0026] Figure 1 is a schematic diagram of a vehicle electrical system according to an embodiment of the present application;

[0027] Figure 2 is a structural diagram of a vehicle power-on control system according to an embodiment of the present application;

[0028] Figure 3 is a schematic diagram of a vehicle power-on control method according to an embodiment of the present application;

[0029] Figure 4 is a schematic diagram of a vehicle power-on control device according to an embodiment of the present application. DETAILED DESCRIPTION

[0030] In order to make the personnel in the technical field better understand the scheme of the present application, the technical scheme in the embodiments of the present application will be clearly and completely described below in combination with the drawings in the embodiments of the present application. Obviously, the described embodiments are only a part of the embodiments of the present application, not all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative labor should belong to the protection scope of the present application.

[0031] It should be noted that the terms "first", "second", etc. in the specification and claims of the present application and the above-mentioned drawings are used to distinguish similar objects, and do not necessarily describe a specific order or sequence. It should be understood that the data thus used can be interchanged under appropriate circumstances, so that the embodiments of the present application described herein can be implemented in an order other than those illustrated or described herein. In addition, the terms "include" and "have" and any variations thereof are intended to cover non-exclusive inclusion, for example, a process, method, system, product or device including a series of steps or units does not necessarily have to be limited to those steps or units clearly listed, but can include other steps or units not clearly listed or inherent to these processes, methods, products or devices.

[0032] According to an embodiment of the present application, an embodiment of a vehicle electrical system is provided, Figure 1 is a schematic diagram of a vehicle electrical system according to an embodiment of the present application, as Figure 1 shown, the system comprises:

[0033] The power supply circuit 11, the first input end of the power supply circuit is connected with the positive electrode of the power battery 12, the second input end of the power supply circuit is connected with the negative electrode of the power battery, the first output end of the power supply circuit is connected with the first input end of the first load component 13, the second output end of the power supply circuit is connected with the second input end of the first load component, and the power supply circuit is used to transmit the first electric energy of the power battery to the first load component.

[0034] The conversion circuit 14 is deployed inside the power battery. The first end of the conversion circuit is connected to the positive terminal of the power battery, the second end of the conversion circuit is connected to the negative terminal of the power battery, the third end of the conversion circuit is connected to the first input terminal of the second load component 15 and the first terminal of the storage battery 16, and the fourth end of the conversion circuit is connected to the second input terminal of the second load component and the second terminal of the storage battery. The conversion circuit is used to convert the first electrical energy output from the power battery into voltage and then transmit it to the second load component and the storage battery, or to convert the second electrical energy output from the storage battery into voltage and then transmit it to the first load component.

[0035] The pre-charge circuit 17 has its first end connected to the positive terminal of the power battery and its second end connected to the first output terminal of the power supply circuit. The pre-charge circuit is used to limit the current during the vehicle's power-on process.

[0036] The reverse pre-charge circuit 18 has a first end connected to the first input end of the first load component and a second end connected to the fifth end of the conversion circuit. The reverse pre-charge circuit is used to charge the battery using the converted electrical energy. The converted electrical energy is the electrical energy obtained by voltage conversion of the second electrical energy output by the battery.

[0037] The aforementioned power supply circuit refers to the circuit connecting the power battery and the first load component. The power supply circuit is used to transfer the high-voltage electrical energy from the power battery to the first load component to meet the needs of the vehicle's high-voltage system. The power supply circuit can be a direct connection circuit or it can include various protection mechanisms and control elements, such as contactors, relays, and fuses, to enhance the system's safety and reliability. The specific power supply circuit needs to be determined based on the actual circuit design. The power supply circuit ensures the safe and stable flow of high-voltage electrical energy from the power battery to the high-voltage load, such as the motor drive system and thermal management system. Simultaneously, when the high-voltage system is powered on, the pre-charge circuit, in conjunction with the high-voltage load circuit, enables pre-charging of the high-voltage load, reducing the impact of power surges on the system.

[0038] The aforementioned conversion circuit refers to an energy conversion module deployed inside the power battery, possessing bidirectional energy conversion capabilities. The core design feature of this circuit is its ability to convert the high-voltage energy from the power battery into low-voltage energy to supply the secondary load components and the storage battery; simultaneously, it can also convert the low-voltage energy from the storage battery back into high-voltage energy to provide power to the primary load components when the vehicle starts or when the high-voltage system requires emergency energy. The conversion circuit can include, but is not limited to, a DC-DC converter, an inverting DC-DC converter, etc., with the specific circuit determined based on actual needs. The conversion circuit can intelligently switch between high-voltage and low-voltage energy according to vehicle requirements, effectively managing and allocating the vehicle's energy resources.

[0039] The aforementioned power battery refers to the main energy storage device of an electric vehicle, typically composed of multiple battery cells connected in series and parallel, providing high-voltage direct current. Power batteries can include, but are not limited to, lithium-ion batteries, nickel-metal hydride batteries, and lead-acid batteries; the specific power battery needs to be determined based on actual requirements. The power battery can supply power to the entire vehicle's high-voltage system, including motor drive, air conditioning system, charging management, and auxiliary power. Simultaneously, during vehicle braking, the energy recovery system converts braking energy into electrical energy for storage.

[0040] The aforementioned first load component can refer to a collection of vehicle components that rely on high-voltage electrical energy. The first load component may include, but is not limited to, the motor drive system, thermal management module, charging interface, motor controller, high-voltage charging controller, and air conditioning compressor controller, etc. The specific first load component needs to be determined based on the actual situation. The first load component can be used to receive the initial electrical energy transmitted from the power battery to drive the vehicle's main functions, such as wheel rotation and battery charging.

[0041] The aforementioned "first electrical energy" can refer to the high-voltage electrical energy output by the power battery. This first electrical energy can be direct current (DC) or alternating current (AC), but in electric vehicles, it is typically DC. This first electrical energy can be used to power the high-voltage load of the vehicle, meeting the performance requirements of the electric vehicle.

[0042] The aforementioned second load component can refer to the load of the vehicle's low-voltage system. The second load component can include, but is not limited to, all low-voltage devices within the vehicle, such as the dashboard, audio system, and navigation system. The specific second load component needs to be determined based on the actual situation. The second load component relies on a conversion circuit to convert the first electrical energy (high-voltage electricity) into the second electrical energy (low-voltage electricity) to ensure the normal operation of the low-voltage system.

[0043] The above-mentioned battery can refer to a low-voltage battery of a vehicle, which is used to provide power for low-voltage systems when the vehicle is started, running, and stopped. The battery can be a lead-acid battery, a lithium-ion battery, or other types of batteries, and the specific battery is determined according to the actual vehicle design. The battery can be used to provide power for low-voltage systems when the vehicle is not running, to ensure the function of low-voltage accessories such as lights, sound, safety systems, etc.

[0044] The above-mentioned second electric energy can refer to the low-voltage electric energy output by the conversion circuit. The second electric energy can be direct current, which is used for the normal operation of low-voltage accessories. The second electric energy can be used to power the low-voltage load of the vehicle, to maintain the operation of the auxiliary system and control system of the vehicle.

[0045] The above-mentioned pre-charge circuit can refer to a current-limiting circuit, which is used to gradually increase the voltage of the high-voltage load when the high-voltage system of the vehicle is started, to prevent the impact of instantaneous large current on the system. The pre-charge circuit can be realized by pre-charge resistors, pre-charge relays, etc., to ensure the safe start of the high-voltage system. The pre-charge circuit can be used to ensure that the high-voltage load is smoothly powered on, to avoid excessive inrush current from damaging electrical components, especially high-voltage capacitors.

[0046] The above-mentioned reverse pre-charge circuit can be used to convert low-voltage electric energy (second electric energy) into high-voltage electric energy, to provide pre-charge for the first load assembly through the reverse operation of the conversion circuit 14. The reverse pre-charge circuit can be composed of a DC / DC converter (as part of the conversion circuit) and related control circuit, to realize the conversion function from low voltage to high voltage. When the power battery is not sufficient to directly pre-charge the high-voltage system or the high-voltage system needs to be started but the power battery is in a low power or fault state, the reverse pre-charge circuit uses the low-voltage electric energy of the battery to boost through the conversion circuit, to provide pre-charge for the high-voltage system, to ensure that the vehicle can successfully start the high-voltage system in various situations.

[0047] In an alternative embodiment, the vehicle electrical system mainly comprises four parts: the power supply circuit, the conversion circuit, the pre-charge circuit and the reverse pre-charge circuit. The power supply circuit serves as the backbone of the high-voltage system, with its two ends directly connected to the positive and negative poles of the power battery, and its output end connected to the input end of the first load component, ensuring that the first electric energy provided by the power battery can be stably transmitted to high-voltage loads such as motor drive and thermal management system. The conversion circuit is integrated in the power battery, which not only connects the positive and negative poles of the power battery, but also establishes a close connection with the second load component and the battery through its third and fourth ports, and undertakes the task of bidirectional voltage conversion, supporting the energy supply of the low-voltage system and the battery from high voltage to low voltage, or supporting the pre-charge demand of the high-voltage system from low voltage to high voltage. The pre-charge circuit is connected to the power battery and the power supply circuit, and its design purpose is to smoothly transition the high-voltage load in the early stage of the vehicle high-voltage system startup through current limiting, avoiding damage caused by instantaneous high current. The reverse pre-charge circuit is connected to the first load component and the conversion circuit, and through the conversion circuit, the second electric energy is boosted to high voltage, mainly used as an emergency solution when the power battery cannot directly pre-charge the high-voltage system, ensuring that even in the low power or fault state of the power battery, the smooth power-on of the high-voltage system can be realized. Overall, by integrating the functions of high-voltage power supply, voltage conversion, high-voltage pre-charge and reverse pre-charge, the system improves the flexibility and reliability of the vehicle electrical system, while improving the resource allocation efficiency and reducing energy loss.

[0048] In this embodiment, the vehicle electrical system proposed in this application mainly includes a power supply circuit, a conversion circuit, a pre-charge circuit, and a reverse pre-charge circuit. The power supply circuit, as a high-voltage energy transmission channel, has its first input terminal connected to the positive terminal of the power battery and its second input terminal connected to the negative terminal of the power battery, thereby receiving the first electrical energy provided by the power battery. The first output terminal of the power supply circuit is connected to the first input terminal of the first load component, and the second output terminal is connected to the second input terminal of the first load component, completing the energy transfer from the power battery to the high-voltage load. The conversion circuit is deployed inside the power battery, acting as a bridge for energy conversion. Its first terminal is connected to the positive terminal of the power battery, and its second terminal is connected to the negative terminal of the power battery, receiving the high-voltage electrical energy from the power battery. The third terminal of the conversion circuit is connected to the first input terminal of the second load component and the first terminal of the battery, and the fourth terminal is connected to the second input terminal of the second load component and the second terminal of the battery. This means that the conversion circuit can convert the high-voltage electrical energy of the power battery into low-voltage electrical energy to replenish the low-voltage accessories and the battery, and also supports reverse energy conversion to provide emergency starting power for the high-voltage load component. The pre-charge circuit intervenes during vehicle power-on. Its first end connects to the positive terminal of the power battery, and its second end connects to the first output terminal of the power supply circuit, i.e., the positive terminal of the high-voltage load component. The pre-charge circuit, through a current-limiting resistor, slowly builds up the charge of the high-voltage capacitor, avoiding current surges when the high-voltage system is suddenly powered on, ensuring a smooth start-up of the high-voltage system, and protecting the high-voltage capacitor from damage. The reverse pre-charge circuit provides a pathway for the high-voltage energy conversion of the low-voltage battery. One end connects to the first input terminal of the first load component, i.e., the positive terminal of the high-voltage system, and the other end connects to the fifth terminal of the conversion circuit. When the low-voltage battery is in good condition and meets the starting conditions, the reverse pre-charge circuit boosts the low-voltage energy and transmits it to the power supply circuit through the conversion circuit, providing an alternative for the smooth start-up of the high-voltage system. The vehicle electrical system of this application achieves efficient coordination between high-voltage and low-voltage power supplies by integrating the power supply circuit, conversion circuit, pre-charge circuit, and reverse pre-charge circuit. When the vehicle is stationary, the conversion circuit automatically activates, continuously replenishing the low-voltage battery and accessories, preventing power depletion. During high-voltage startup, the pre-charge circuit or reverse pre-charge circuit intelligently switches according to conditions, avoiding current surges during high-voltage system power-on while fully utilizing the available energy of the low-voltage battery. This structural design allows the system to flexibly respond to different operating conditions, significantly improving the reliability of the vehicle's electrical system. This, in turn, solves the technical problem of low reliability in vehicle electrical systems in related technologies.

[0049] Optionally, the switching circuit includes: a positive switching relay, the first terminal of which is connected to the first terminal of the switching circuit; a negative switching relay, the first terminal of which is connected to the second terminal of the switching circuit; and a converter, the first terminal of which is connected to the second terminal of the positive switching relay and the fifth terminal of the switching circuit, the second terminal of which is connected to the second terminal of the negative switching relay, the third terminal of which is connected to the third terminal of the switching circuit, and the fourth terminal of which is connected to the fourth terminal of the switching circuit.

[0050] The aforementioned positive switching relay refers to a key electrical switch in the switching circuit responsible for controlling the high-voltage to low-voltage conversion process. Its first terminal is connected to the first terminal of the switching circuit (the positive terminal of the power battery), and its second terminal is connected to the first terminal of the converter and the fifth terminal of the switching circuit (connected to the positive terminal of the second load component and the battery). The positive switching relay can include, but is not limited to, electromagnetic relays, solid-state relays, and power relays. The specific positive switching relay needs to be determined based on the system's current requirements, voltage level, and operating environment. The positive switching relay functions as an on / off switch in the switching circuit. When it receives a control signal, it can engage or disengage, determining whether high-voltage energy can be converted into low-voltage energy by the converter and transmitted to the second load component and the battery, or, in reverse pre-charge mode, allowing low-voltage energy to be boosted by the converter to supply high-voltage loads.

[0051] The aforementioned negative transfer relay refers to a key electrical switch in the transfer circuit responsible for controlling the conversion from high voltage to low voltage. Its first terminal is connected to the second terminal of the transfer circuit (the negative terminal of the power battery), and the second terminal is connected to the second terminal of the converter and the negative terminal of the transfer circuit leading to the second load component and the battery. The negative transfer relay can include, but is not limited to, electromagnetic relays, solid-state relays, and power relays. The specific negative transfer relay needs to be determined based on the system's current requirements, voltage level, and operating environment. The negative transfer relay works in conjunction with the positive transfer relay, controlling the integrity and normal operation of the transfer circuit through its on / off operation, ensuring that the converter operates at the correct time and under the correct conditions to achieve efficient energy conversion and transmission.

[0052] The converter can be a core component of the conversion circuit. It is usually a DC / DC converter, including first to fourth terminals, wherein the first and second terminals are connected to the conversion positive relay and the conversion negative relay respectively, and the third and fourth terminals are connected to the positive and negative input terminals of the second load component and the battery. The converter can include but is not limited to an isolated or non-isolated DC / DC converter, including a buck converter, a boost converter, a buck-boost converter, etc., which is selected according to the required conversion efficiency, isolation characteristics and voltage conversion range of the system. The converter can be used for voltage conversion, which can convert the high-voltage power of the power battery into low-voltage power to supply the second load component and the battery, or in the reverse pre-charging mode, the low-voltage power of the battery is boosted to supply the high-voltage load. By controlling its working mode, the converter can intelligently convert energy between high-voltage and low-voltage systems to ensure stable operation of the vehicle electrical system.

[0053] In an alternative embodiment, the conversion circuit includes a conversion positive relay, a conversion negative relay and a converter. The first end of the conversion positive relay is connected to the first end of the conversion circuit, ensuring the positive flow path of high-voltage energy; the first end of the conversion negative relay is connected to the second end of the conversion circuit, together forming a complete high-voltage energy flow circuit. The first end of the converter is connected to the second end of the conversion positive relay and the fifth end of the conversion circuit, the second end is connected to the second end of the conversion negative relay, the third end is connected to the third end of the conversion circuit, and the fourth end is connected to the fourth end of the conversion circuit. This design allows the converter to flexibly convert energy between high-voltage and low-voltage, and by controlling the on-off of the conversion positive relay and the conversion negative relay, it realizes the energy conversion from low-voltage to high-voltage or from high-voltage to low-voltage, effectively supporting the energy demand during the high-voltage power-on process. The cooperative work of the converter and the conversion relay not only simplifies the system architecture, but also improves the reliability and efficiency of high-voltage power-on, ensuring that the electric vehicle can start the high-voltage system smoothly and efficiently under different working conditions, while protecting the low-voltage battery, avoiding the life loss caused by frequent deep charge and discharge, and reducing the potential cost and safety risk.

[0054] Optionally, the pre-charging circuit includes a first pre-charging relay, the first end of the first pre-charging relay being connected to the first end of the pre-charging circuit; a pre-charging resistor, the first end of the pre-charging resistor being connected to the second end of the first pre-charging relay, and the second end of the pre-charging resistor being connected to the second end of the pre-charging circuit.

[0055] The first pre-charge relay can be a key electrical component in the pre-charge circuit, having two ports. The first port is connected to the first end of the pre-charge circuit (i.e., the positive terminal of the power battery), and the second port is connected to the first end of the pre-charge resistor. The first pre-charge relay is a control-type relay, usually driven electromagnetically. The first pre-charge relay can include, but is not limited to, electromagnetic relays, solid-state relays, etc., and the specific first pre-charge relay needs to be determined according to actual requirements. In the initial stage of starting the vehicle high-voltage system, the first pre-charge relay is activated, and by closing its contacts, it allows the pre-charge current to pass through the pre-charge resistor, thereby achieving smooth pre-charging of the high-voltage circuit and avoiding excessive impact current when the high-voltage load (such as a motor, capacitor, etc.) is instantaneously powered on.

[0056] The pre-charge resistor can be a current-limiting element in the pre-charge circuit, located between the output side of the first pre-charge relay and the second end of the pre-charge circuit (i.e., the first output end of the power supply circuit). The pre-charge resistor usually has a high resistance to limit the pre-charge current and avoid excessive instantaneous current when the high-voltage system starts. The pre-charge resistor can include, but is not limited to, metal oxide resistors, wire-wound resistors, carbon film resistors, etc., and the specific pre-charge resistor needs to be determined according to the design requirements of the pre-charge circuit. The pre-charge resistor can be used to protect the high-voltage system from the impact of current during startup. When the first pre-charge relay is closed, the high-voltage system gradually powers on through the pre-charge resistor, allowing the high-voltage load to gradually rise to the system voltage, avoiding voltage jumps in high-voltage components such as capacitors under the impact of large current, and ensuring the safe startup of the high-voltage system.

[0057] In an alternative embodiment, the pre-charge circuit is designed to include a first pre-charge relay and a pre-charge resistor, with the first end of the first pre-charge relay connected to the first end of the pre-charge circuit, the second end connected to the first end of the pre-charge resistor, and the second end of the pre-charge resistor connected to the second end of the pre-charge circuit. This configuration aims to provide a safe and controllable path for gradually charging high-voltage components when the high-voltage system starts, avoiding damage that may be caused by instantaneous high-voltage impact. When the high-voltage system is powered on, the first pre-charge relay is first attracted, allowing current to pass through the pre-charge resistor, thereby limiting the initial charging current and protecting the system from overload risk. As the voltage of the high-voltage components gradually rises to a level close to the voltage of the power battery, the role of the pre-charge resistor weakens, and at this time the main relay can be safely attracted to complete the power-on process of the high-voltage system, ensuring stable operation of the system. By this way of precisely controlling the pre-charge process, not only the safety of high-voltage power-on is improved, but also the life of the pre-charge resistor is extended, and the energy loss in the high-voltage system power-on process is reduced.

[0058] Optionally, the reverse pre-charge circuit includes a second pre-charge relay, with the first end of the second pre-charge relay connected to the first end of the reverse pre-charge circuit and the second end of the second pre-charge relay connected to the second end of the reverse pre-charge circuit.

[0059] The second pre-charge relay can be a current-controlled relay, which functions to control the transmission of high-voltage power by closing or opening its contacts. The second pre-charge relay can include, but is not limited to, an electromagnetic relay, a solid-state relay, and a power relay, and the specific second pre-charge relay is determined according to actual needs.

[0060] In the reverse pre-charge mode, the second pre-charge relay is connected to the reverse pre-charge circuit by closing its contacts, so that the voltage-converted power can be safely transmitted to the high-voltage system, and the capacitor and other loads of the high-voltage system are pre-charged. This step is crucial to avoid the surge impact when the high-voltage system starts and to protect the stability of the high-voltage circuit.

[0061] In an optional embodiment, the reverse pre-charge circuit includes a second pre-charge relay, the first end of the second pre-charge relay is connected to the first end of the reverse pre-charge circuit, and the second end of the second pre-charge relay is connected to the second end of the reverse pre-charge circuit. This design aims to provide an additional control node for fine management of the current flow in the reverse pre-charge process and the power-on sequence of the high-voltage system. By manipulating the second pre-charge relay, the system can precisely control the transmission of high-voltage power while ensuring stable power supply from the low-voltage battery, avoiding the impact and damage caused by sudden current changes to the circuit, and enhancing the stability and safety of the entire high-voltage system. When the vehicle high-voltage system starts to power on, if the low-voltage battery has the starting conditions, the system will guide the low-voltage power to be converted into high-voltage power by the DC / DC converter to pre-charge the high-voltage accessories, ensuring a smooth transition to the high-voltage power supply state. This design also allows flexible adjustment of the pre-charge circuit, effectively ensuring the normal start and operation of the high-voltage system even in complex working conditions, improving the reliability of the vehicle and the user experience.

[0062] Optionally, the power supply circuit includes: a main positive relay, the first end of the main positive relay is connected to the first input end of the power supply circuit, and the second end of the main positive relay is connected to the first output end of the power supply circuit; a main negative relay, the first end of the main negative relay is connected to the second input end of the power supply circuit, and the second end of the main negative relay is connected to the second output end of the power supply circuit.

[0063] The main positive relay can refer to a key electrical switch in the power supply circuit, with its first end directly connected to the positive terminal of the power battery, i.e., the first input end of the power supply circuit, and its second end connected to the first output end of the power supply circuit, responsible for controlling the positive flow of high-voltage power, which is the main path of high-voltage system power supply. The main positive relay usually belongs to a high-power relay, and the common types are electromagnetic relays and solid-state relays. Electromagnetic relays control the closing and opening of contacts through electromagnetic force, suitable for high-voltage and high-current environments, and relatively low cost; solid-state relays use semiconductor devices to achieve non-contact control, with higher reliability and faster response speed, but relatively high cost. The specific main positive relay needs to be determined according to actual needs.

[0064] The main positive relay plays a crucial role in the high-voltage power-on process. When the vehicle control system issues a power-on command, the main positive relay connects the power battery and the high-voltage load through the attraction operation, so that the high-voltage power can directly reach the motor, the battery management system (BMS), and other high-voltage electrical appliances, ensuring the normal operation of the electric vehicle.

[0065] The main negative relay can refer to a corresponding main positive relay, with its first end connected to the negative terminal of the power battery, i.e., the second input end of the power supply circuit, and its second end connected to the second output end of the power supply circuit, together forming a complete power supply path of the high-voltage system. The main negative relay has a similar role to the main positive relay in the high-voltage system, but is responsible for the on-off control of the negative terminal. The coordinated work of the two ensures the effective transmission of high-voltage power, and also provides control for the power-off of the high-voltage system. By disconnecting the main positive relay and the main negative relay, the high-voltage power can be safely cut off, protecting the vehicle and personnel safety.

[0066] In an alternative embodiment, the power supply circuit is composed of a main positive relay and a main negative relay as a key switch component, wherein the first end of the main positive relay is connected to the first input end of the power supply circuit, i.e. the positive pole of the power battery, and the second end is connected to the first output end of the power supply circuit to deliver high-voltage power to the high-voltage system and other high-voltage accessories; the first end of the main negative relay is connected to the second input end of the power supply circuit, i.e. the negative pole of the power battery, and the second end is connected to the second output end of the power supply circuit to complete the power supply loop. By precisely controlling the closing and opening states of the main positive relay and the main negative relay, the power transmission between the power battery and the high-voltage system can be effectively realized, ensuring that the high-voltage system can be safely and stably powered in different working modes. Such a design not only improves the power-on process of the high-voltage system, but also provides stable power supply for the low-voltage storage battery through the integrated DC / DC device, avoiding the risk of low-voltage storage battery power supply, while supporting two efficient high-voltage power-on methods, high-voltage pre-charging and reverse pre-charging, thereby significantly enhancing the reliability and user experience of the vehicle and reducing the maintenance cost and impact on the performance of the electric vehicle caused by low-voltage storage battery power supply.

[0067] In an alternative embodiment, Figure 2 is a structural diagram of a vehicle power-on control system according to an embodiment of the present application, as Figure 2 shown, the circuit includes a power battery, a high-voltage pre-charging relay, a pre-charging resistor, a high-voltage main positive relay, a DC / DC positive relay, a DC / DC, a DC / DC negative relay, a high-voltage main negative relay, a reverse pre-charging relay, other high-voltage components, a low-voltage storage battery, and low-voltage accessories.

[0068] The power battery, as the source of high-voltage energy, provides energy for the high-voltage system through the high-voltage main positive relay and the high-voltage main negative relay. In the high-voltage pre-charging phase, the high-voltage pre-charging relay and the pre-charging resistor are connected in series to form a pre-charging circuit, which is used to smoothly charge the capacitors of the high-voltage system and avoid the impact and damage caused by direct application of high voltage.

[0069] The DC / DC converter, located inside the power battery, is connected with the DC / DC positive relay and the DC / DC negative relay, and its function is to provide power supply for the low-voltage storage battery and the low-voltage accessories in the resting state according to the state of the power battery. In the reverse pre-charging mode, the DC / DC can work in reverse to supply low-voltage power to other high-voltage components to achieve high-voltage power-on.

[0070] The high-voltage main positive relay and the high-voltage main negative relay control the main energy path between the power battery and the high-voltage system, which is the key to the power-on and power-off of the high-voltage system. The reverse pre-charging relay is used to connect the DC / DC converter and the high-voltage accessories to perform reverse pre-charging operation under certain conditions.

[0071] Other high-voltage components are connected to the high-voltage system through the high-voltage main positive relay and the reverse pre-charge relay to ensure that effective high-voltage power supply can be obtained under different working conditions. The low-voltage battery is responsible for supplying power to the low-voltage accessories, and at the same time, when necessary, it is supplemented by the DC / DC converter to prevent power feeding.

[0072] Figure 2 The structural diagram in FIG. 1 clearly shows how the vehicle power-on control system proposed in the present application coordinates the high-voltage pre-charge, reverse pre-charge and low-voltage power supply processes through intelligent control strategies, effectively improves the energy management of electric vehicles in various modes, and improves the reliability and user experience of the vehicle.

[0073] According to an embodiment of the present application, an embodiment of a vehicle power-on control method is provided. It should be noted that the steps shown in the flowchart of the accompanying drawings can be executed in a computer system such as a set of computer executable instructions, and although the logical order is shown in the flowchart, in some cases, the steps shown or described herein can be executed in an order different from that shown herein.

[0074] Figure 3 FIG. 1 is a schematic diagram of a vehicle power-on control method according to an embodiment of the present application, as shown in FIG. 1, applied to the vehicle electrical system described above, the method comprises the following steps: Figure 3

[0075] Step S302, in the case of starting the vehicle electrical system, obtaining the state data of the battery.

[0076] Step S304, based on the state data, determining the target pre-charge mode of the vehicle electrical system.

[0077] Step S306, in the case of the target pre-charge mode being the first pre-charge mode, controlling the pre-charge circuit and the power supply circuit in the vehicle electrical system.

[0078] Step S308, in the case of the target pre-charge mode being the second pre-charge mode, controlling the reverse pre-charge circuit, the power supply circuit and the conversion circuit in the vehicle electrical system.

[0079] ​The vehicle electrical system can refer to the collection of all electrical and electronic devices contained in a vehicle. It can include but is not limited to batteries, electric motors, battery management systems (BMS), converters (DC / DC), relays, sensors, and various loads such as lighting, entertainment systems, etc. In electric vehicles, this system specifically covers high-voltage electrical components such as high-voltage batteries, motor controllers, inverters, etc., as well as related control logic and safety mechanisms. The vehicle electrical system can be used to provide power sources and energy management, supporting the powertrain, driving assistance, and comfort functions of the vehicle. It ensures that electrical components are powered on demand while monitoring the health status of the system to prevent potential failures and safety risks.

[0080] The state data can refer to the information collected about the operating conditions of individual electrical components in the vehicle electrical system. State data can include but is not limited to battery voltage, current, temperature, state of charge (SOC), motor speed, load power consumption, system temperature, etc., and specific state data should be determined according to actual needs. State data can be used by the BMS and other control systems to assess the health status and performance level of the vehicle electrical system to make decisions.

[0081] The target pre-charge mode can refer to a pre-charge strategy determined based on the current state data and operating conditions of the vehicle electrical system. The selection of the target pre-charge mode is crucial to ensure smooth transition of the vehicle electrical system to the working state at startup. The correct pre-charge mode not only prolongs the battery life but also avoids damage to sensitive electrical components.

[0082] The first pre-charge mode can refer to a high-voltage pre-charge mode, in which the high-voltage power supply slowly pre-charges the capacitor and high-voltage load through a pre-charge resistor to protect the system from large current surges.

[0083] The second pre-charge mode can refer to a reverse pre-charge mode, which is enabled when the high-voltage power supply is unavailable or conditions are not met. The energy of the low-voltage power supply is boosted through a conversion circuit to supply the high-voltage system for pre-charge operation.

[0084] In an optional embodiment, a vehicle power-on control method is applied to a vehicle electrical system. The method obtains state data of a vehicle battery, including but not limited to voltage, power level, and temperature information, determines a target pre-charge mode of the vehicle electrical system based on the state data, i.e., a strategy for powering on the high-voltage system of the vehicle. In the case of the target pre-charge mode being a first pre-charge mode, i.e., a high-voltage pre-charge mode, the pre-charge circuit and the power supply circuit in the vehicle electrical system are controlled to achieve pre-charging of high-voltage components through a pre-charge resistor, ensuring smooth start-up of the high-voltage system. In the case of the target pre-charge mode being a second pre-charge mode, i.e., a reverse pre-charge mode, the reverse pre-charge circuit, the power supply circuit, and the conversion circuit in the vehicle electrical system are controlled to convert low-voltage energy into high-voltage energy for pre-charging of high-voltage components, thereby avoiding the pre-charge resistor heating and service life loss problems that may occur in the high-voltage pre-charge mode, and reducing the impact on the output capacity and service life of the low-voltage battery. Through the above control method, the optimal pre-charge mode is automatically selected according to the real-time state of different vehicles and batteries, significantly improving the reliability and efficiency of high-voltage system power-on, reducing system cost, avoiding additional energy consumption, and improving the overall performance and user experience of the vehicle.

[0085] Optionally, determining the target pre-charge mode of the vehicle electrical system based on the state data includes: determining whether the battery has a start-up condition based on the state data; in the case that the battery has the start-up condition, determining that the target pre-charge mode is the second pre-charge mode; and in the case that the battery does not have the start-up condition, determining that the target pre-charge mode is the first pre-charge mode.

[0086] The start-up condition can refer to a series of specific standards or parameters evaluated by the battery management system (BMS) to determine whether the battery is suitable for start-up (such as vehicle power-on). These conditions are directly related to the current health status and working environment of the battery, ensuring that the system can be activated without causing excessive stress or damage to the battery. The start-up conditions can include but are not limited to state of charge, temperature limit, state of health (SOH), system fault check, charge balance check, etc., and the specific start-up conditions are determined according to actual needs.

[0087] The start-up condition is set to protect the battery from damage and ensure that the electrical system of the vehicle can be started stably and efficiently. By monitoring the temperature, state of charge (SOC), and service life indicator (SOH) of the battery, the system can avoid starting under unfavorable conditions, such as large current discharge at low temperature which may cause battery performance degradation, or excessively low SOC which may cause over-discharge events and damage the battery.

[0088] In an alternative embodiment, based on the analysis of the state data, it can be determined whether the battery has the starting conditions. When the battery state allows, the target pre-charge mode is determined as the second pre-charge mode, which uses the energy of the low-voltage battery to be converted to high-voltage by the DC / DC converter to pre-charge the high-voltage system; otherwise, if the battery state is not sufficient to support reverse pre-charge, the target pre-charge mode is automatically adjusted to the first pre-charge mode (i.e., using high-voltage pre-charge), and the power-up is performed through the high-voltage pre-charge loop and the pre-charge resistor to ensure that the high-voltage system can be safely and reliably started in any case. This mode selection mechanism can automatically improve the pre-charge process according to the actual situation, reduce the risk of high-voltage system startup failure caused by poor battery state, and also avoid the life loss of the pre-charge resistor under long-term large current impact, thereby improving the overall stability and economy of the system.

[0089] Optionally, the pre-charge loop and the power supply loop in the vehicle electrical system are controlled, including: controlling the main negative relay in the power supply loop to be turned on; in the case that the main negative relay is successfully turned on, controlling the first pre-charge relay in the pre-charge loop to be turned on; in the case that the first pre-charge relay is successfully turned on and the vehicle electrical system is monitored to meet the first pre-charge condition, controlling the main positive relay in the power supply loop to be turned on; in the case that the main positive relay is successfully turned on and the vehicle electrical system is monitored to meet the second pre-charge condition, controlling the first pre-charge relay to be turned off.

[0090] The above-mentioned first pre-charge condition can refer to a series of standards for determining whether the high-voltage system can be safely initially powered up through the pre-charge loop. Meeting these conditions is a prerequisite for performing the high-voltage pre-charge step to avoid potential dangers to the vehicle electrical system or passengers. The first pre-charge condition can include but is not limited to voltage difference check, pre-charge time limit, system fault-free, etc., and the specific first pre-charge voltage value needs to be determined according to actual needs. By setting the first pre-charge condition, the BMS can ensure that the capacitor can gradually balance the voltage of the high-voltage system during the pre-charge process, avoiding the large current impact when the main positive relay is directly closed, thereby playing a protective role for the high-voltage system and the battery.

[0091] The above-mentioned second pre-charge condition can refer to a condition for determining whether the high-voltage system can safely transition from the pre-charge state to the power-up state. Meeting the second pre-charge condition means that the pre-charge process is successful, and the high-voltage system can be safely powered by the main loop to complete the power-up. The second pre-charge condition can include but is not limited to further reduction of voltage difference, stable pre-charge state, system without new faults, etc., and the specific second pre-charge condition needs to be determined according to actual needs. The second pre-charge condition can be used to ensure that the high-voltage system has been pre-charged to a sufficient voltage level smoothly before the first pre-charge relay is disconnected and the main positive relay is closed, so as to avoid any possible current impact or system instability.

[0092] In an optional embodiment, the main negative relay in the power supply circuit is controlled to be turned on; in the case that the main negative relay is successfully turned on, the first pre-charge relay in the pre-charge circuit is controlled to be turned on; in the case that the first pre-charge relay is successfully turned on and the vehicle electrical system is monitored to meet the first pre-charge condition, the main positive relay in the power supply circuit is controlled to be turned on; in the case that the main positive relay is successfully turned on and the vehicle electrical system is monitored to meet the second pre-charge condition, the first pre-charge relay is controlled to be turned off. This control strategy effectively ensures the safe start of the high-voltage system. By controlling the turning on and turning off of the relay in stages, the pre-charge circuit gradually brings the high-voltage system into a stable working state, avoids the impact of instantaneous high voltage on the system, and ensures the reliability and service life of the power electronic equipment. After meeting the pre-charge condition, the turning on of the main positive relay completes the power-on of the high-voltage system, and the first pre-charge relay is turned off immediately, marking the end of the pre-charge process and the high-voltage system entering the normal working mode. This process not only improves the start-up strategy of the high-voltage system, but also realizes effective management and protection of the electrical system through the state control of the relay, thereby improving the overall performance and safety of the high-voltage system of the electric vehicle.

[0093] Optionally, the method further comprises: in the case that the first pre-charge relay is successfully turned on, obtaining a first voltage of the first load component; determining the difference between the voltage of the power battery and the first voltage to obtain a first difference; in the case that the first difference is greater than a first preset difference within a first preset time period, determining that the vehicle electrical system meets the first pre-charge condition.

[0094] The first voltage mentioned above can refer to the actual voltage measured across the first load component (such as a high-voltage motor controller, an inverter, or other high-voltage accessories) in the high-voltage system after the pre-charge relay is closed. This voltage reflects the voltage distribution state in the pre-charge process and the capacitance pre-charge condition of each component of the system.

[0095] The first difference mentioned above can refer to the difference between the voltage of the power battery and the first voltage measured across the first load component. This difference is used to evaluate the effectiveness of the pre-charge process and whether the system is close to a steady-state condition. The calculation of the first difference is used to verify whether the pre-charge process is proceeding as expected and whether the capacitance in the high-voltage system has been effectively pre-charged. If the first difference is within the allowed range, it indicates that the system is about to complete the pre-charge and can prepare for the next step.

[0096] The first preset time period mentioned above can refer to a predetermined time period for monitoring whether the pre-charge process is making progress within a reasonable time frame. The length of this time period depends on the characteristics of the high-voltage system, ensuring that the capacitance has enough time to be pre-charged, but not too long to cause excessive waiting or waste of resources.

[0097] The first preset difference can refer to the maximum voltage difference allowed during pre-charging, i.e., the maximum acceptable difference between the voltage of the power battery and the voltage of the first load component. It is a safety threshold for determining whether pre-charging is successful and when the pre-charging relay can be turned off, directly closing the main positive relay for power-up.

[0098] In an optional embodiment, in the case of successful conduction of the reverse pre-charging relay, the system obtains the first voltage value of other high-voltage accessories; then, by comparing the difference between the voltage of the power battery and the first voltage value, i.e., the first difference, it determines whether the pre-charging condition is met. If the first difference is greater than the first preset difference within the first preset time period, it indicates that the vehicle electrical system meets the condition for reverse pre-charging, thereby ensuring the smooth power-up of the high-voltage system. This process effectively evaluates the matching between the battery state and the demand of the high-voltage system, avoids pre-charging failure due to excessive voltage difference, and ensures the reliability and safety of the power-up of the high-voltage system.

[0099] Optionally, the method further includes: in the case of successful conduction of the main positive relay, obtaining a second voltage of the first load component; determining the difference between the voltage of the power battery and the second voltage to obtain a second difference; and in the case that the second difference is greater than a second preset difference, determining that the vehicle electrical system meets a second pre-charging condition.

[0100] The second voltage can refer to the actual voltage measured across the first load component after the main positive relay is closed. This represents the state of the high-voltage system after pre-charging is completed and the main circuit is officially supplying power to the high-voltage components. Obtaining the second voltage is crucial for evaluating whether the high-voltage system is running stably after power-up. It indicates the voltage distribution in the high-voltage system, helping to confirm whether all components have received appropriate voltage and the system has not experienced voltage drop or other abnormalities.

[0101] The second difference can refer to the actual difference between the voltage of the power battery and the second voltage measured across the first load component of the high-voltage system supplied by the power battery. This reflects whether the voltage in the high-voltage system is balanced after the main positive relay is closed, and whether there is a problem of uneven voltage distribution. The second difference can be used to confirm whether the voltage difference in the high-voltage system is within an acceptable range to ensure that the system can operate normally without the risk of overvoltage or undervoltage, which directly affects the safety and performance of the high-voltage components.

[0102] The second preset difference can be a safety threshold value, which is used to measure the voltage balance of the high-voltage system after the main positive relay is closed. The check of the second preset difference can be used to ensure that all components of the high-voltage system obtain stable voltage after the high-voltage system is powered on, and there is no voltage mutation or excessively high / low voltage to cause damage to the components or instability of the system. Satisfying the second pre-charge condition indicates that the high-voltage system has been safely and stably powered on, and can continue normal operation.

[0103] In an optional embodiment, when the high-voltage system is started to be powered on, if the main positive relay is successfully turned on, a second voltage of the first load component is further obtained, i.e., the high-voltage voltage value Uhigh-voltageaccessory of other high-voltage accessories is monitored. Then, a difference between the voltage of the power battery and the second voltage is determined to obtain a second difference, which reflects the voltage deviation between the power battery and the high-voltage accessories. In a case where the second difference is greater than a second preset difference, it is confirmed that the vehicle electrical system satisfies a second pre-charge condition, which means that the high-voltage pre-charge relay will continue to work until the high-voltage accessory voltage approaches the power battery voltage, satisfying the power-on condition. This process effectively ensures the smooth start of the high-voltage system, avoids electrical shock caused by voltage mutation, and enhances the reliability and safety of high-voltage power-on.

[0104] Optionally, the reverse pre-charge circuit, the power supply circuit and the conversion circuit in the vehicle electrical system are controlled, including: controlling the converter in the conversion circuit to stop working; in a case where the converter successfully stops working, controlling the conversion positive relay in the conversion circuit to be turned off; in a case where the conversion positive relay is successfully turned off, controlling the main negative relay in the power supply circuit to be turned on; in a case where the main negative relay is successfully turned on, controlling the second pre-charge relay in the reverse pre-charge circuit to be turned on; in a case where the second pre-charge relay is successfully turned on, controlling the converter in the conversion circuit to be in a working state; in a case where it is monitored that the vehicle electrical system satisfies a third pre-charge condition, controlling the main positive relay in the power supply circuit to be turned on; in a case where the main positive relay is successfully turned on and it is monitored that the vehicle electrical system satisfies the second pre-charge condition, controlling the second pre-charge relay to be turned off; in a case where the second pre-charge relay is successfully turned off, controlling the conversion positive relay to be turned on; in a case where the conversion positive relay is successfully turned on, controlling the converter to be in the working state.

[0105] The third pre-charging condition can refer to a set of conditions for determining whether the high-voltage system is ready to accept reverse pre-charging energy. Meeting the third pre-charging condition is a prerequisite for performing the high-voltage reverse pre-charging step, ensuring that the high-voltage system can safely perform pre-charging preparation under low-voltage power supply. The third pre-charging condition can include but is not limited to low-voltage power supply check, system fault-free, pre-charging path available, temperature and environmental conditions meet requirements, etc. The specific third pre-charging condition needs to be determined according to actual needs. The third pre-charging condition can be used to ensure that all key components in the high-voltage system (such as high-voltage motor controller, inverter, etc.) are in a state suitable for accepting low-voltage energy before reverse pre-charging starts, avoiding possible overload or other electrical risks. At the same time, it can ensure the efficiency and safety of the entire pre-charging process.

[0106] In an optional embodiment, when the conversion loop in the vehicle electrical system, i.e. the loop including the converter, is controlled to stop working, the conversion positive relay is turned off to ensure electrical isolation between the conversion loop and the power supply loop. Subsequently, the main negative relay in the power supply loop is turned on to establish an electrical connection from the power battery to the low-voltage side of the conversion loop, preparing for the subsequent reverse pre-charging step. Then, the second pre-charging relay in the reverse pre-charging loop is turned on to start the reverse pre-charging process, converting the low-voltage side electrical energy into high-voltage side electrical energy to charge the high-voltage components in the power supply loop. After the converter successfully enters the working state, it is monitored whether the vehicle electrical system meets the third pre-charging condition. If it does, the main positive relay is turned on to further stabilize the high-voltage system power supply. When the main positive relay is successfully turned on and the system monitors that the second pre-charging condition is met, the second pre-charging relay is turned off to prevent the high-voltage electrical energy from continuously passing through the pre-charging loop, avoiding possible system overheating or damage. Subsequently, the conversion positive relay is turned on to ensure the connection between the converter and the low-voltage side, making the converter enter the working state and completing the high-voltage power-up process. This control flow ensures smooth high-voltage system power-up, avoids the impact and damage caused by direct high-voltage power-up, improves the efficiency of high-voltage power-up, and reduces the risk of system misoperation.

[0107] Optionally, the method further comprises: after controlling the converter in the conversion loop to be in the working state, acquiring an output voltage and an output current of the converter, and a third voltage of the first load component; determining a difference between the voltage of the power battery and the third voltage to obtain a third difference value; and determining that the vehicle electrical system meets the third pre-charging condition when the output voltage and the output current are normal, and the third difference value is greater than the first preset difference value within a second preset time period.

[0108] The output voltage can refer to the actual voltage value output by the converter to the high-voltage / low-voltage system in the working mode. When the converter performs energy conversion, the output voltage is a key parameter for monitoring the conversion efficiency and system stability.

[0109] The output current can refer to the current size transmitted by the converter to the system in the working state. The output current can be a direct indicator of whether the working state of the converter is normal and the load bearing capacity of the system.

[0110] The monitoring of the output voltage and the output current ensures that the converter does not exceed its design range when converting energy, avoiding system damage or safety hazards that may be caused by overvoltage or overcurrent.

[0111] The third voltage can refer to the voltage value measured across the first load component after the main positive relay is closed. The third voltage can reflect the actual working voltage received by the first load component after the high-voltage system is powered on.

[0112] The third difference can refer to the actual difference between the voltage of the power battery and the third voltage measured across the first load component. It reflects whether the voltage is within the preset balance range after the high-voltage system is powered on, indicating whether the system is ready for the next step of operation.

[0113] The second preset time period can refer to a time window during which the system continuously monitors the output voltage, the output current, and the third difference to confirm whether the high-voltage system is operating within a stable power supply range. The length of the second preset time period is set according to the characteristics of the system and the response time of the converter. The setting of the second preset time period can be used to ensure that the high-voltage system can continuously operate within the preset voltage and current range without instantaneous fluctuations or abnormalities after the converter is working and the main positive relay is closed.

[0114] In an alternative embodiment, after the converter in the conversion circuit is controlled to be in the working state, the output voltage and the output current of the converter, and the third voltage of the first load component are further obtained to ensure the stability and efficiency of the entire power system. By comparing the voltage of the power battery with the third voltage to obtain a third difference, and under the condition that the output voltage and the output current are within the normal range, and the third difference is greater than the first preset difference within the second preset time period, it is determined that the vehicle electrical system satisfies the third pre-charging condition. Such a design allows the system to dynamically monitor the output state of the converter and the voltage response of the load component, and through accurate control of the voltage difference, it can effectively avoid system instability or overload problems caused by voltage surges, thereby ensuring the safety and controllability of the high-voltage pre-charging process. In addition, by setting reasonable preset time periods and preset differences, the system can intelligently determine when pre-charging conversion should be performed to achieve better pre-charging results while minimizing energy loss and improving conversion efficiency.

[0115] Optionally, the method further comprises: obtaining the remaining power of the power battery when the vehicle is in a stationary state; and controlling the conversion circuit to be turned on to charge the storage battery when the remaining power is greater than a preset power.

[0116] The stationary state can refer to a state in which the vehicle is not moving, the engine or other power source is not started, and most vehicle systems are in a low-power or sleep mode.

[0117] The preset power can refer to a pre-set power threshold used to determine whether the power battery has sufficient energy to charge the low-voltage storage battery without causing the power battery to be too low. This threshold takes into account the basic power demand of the vehicle in the stationary state and the energy loss during the charging process. The preset power can be used to ensure the feasibility and safety of the charging operation. Only when the remaining power of the power battery exceeds this threshold, the charging will start, avoiding the system instability or excessive discharge of the battery that may be caused by insufficient power of the power battery.

[0118] In an optional embodiment, when the vehicle is in a stationary state and the obtained remaining power of the power battery is greater than the preset power, the system will automatically control the high-voltage conversion circuit to be turned on to effectively charge the low-voltage storage battery. This design aims to prevent the low-voltage storage battery from being fed due to long-term parking, ensuring that the vehicle can respond quickly and start at any time, enhancing the reliability and user experience of electric vehicles.

[0119] In an optional embodiment, a vehicle power-on control method comprises:

[0120] When the entire low-voltage system is in a non-working state and the low-voltage power system is in an OFF state, the working process is as follows:

[0121] The BMS checks the state of the power battery: if it is in a fault state, exit, otherwise continue;

[0122] The BMS checks the voltage U and the power SOC of the power battery: if the power battery voltage U < U0 (preset voltage), exit, otherwise continue; if the power battery power SOC < SOC0, exit, otherwise continue;

[0123] The DC / DC checks its own state: if it is in a fault state, exit, otherwise continue;

[0124] The DC / DC checks the low-voltage storage battery voltage U': if U' < U' lower limit or U' > U' upper limit, exit, otherwise continue;

[0125] Check the DC / DC negative relay state: if it is faulty, exit, otherwise continue;

[0126] Check DC / DC positive relay status: if fault, exit, otherwise continue; attract DC / DC negative relay, attract DC / DC positive relay, if fault, exit, otherwise continue; DC / DC output +12V, power low-voltage system and voltage battery;

[0127] When the high-voltage system starts to power on, the low-voltage system of the whole vehicle is in a working state, including the non-closed state of the low-voltage power supply system, that is, not all OFF, including the Accessories On (ACC) ignition switch is in the On position but the engine has not started mode, start mode (START), charging state (direct current charging, alternating current charging, charging heating, etc.), the working process is as follows:

[0128] The low-voltage system is powered on and starts to work, and the BMS checks the power battery state. If it is in a fault state, exit, otherwise continue;

[0129] BMS checks power battery voltage U and power SOC: if power battery voltage U < U1, exit, otherwise continue; if power battery power SOC < SOC1, exit, otherwise continue;

[0130] High-voltage pre-charging relays are used for high-voltage power-on, including:

[0131] BMS attracts high-voltage main negative relay: if failed, exit, otherwise continue; BMS attracts high-voltage pre-charging relay: if failed, exit, otherwise continue; BMS monitors the high-voltage voltage value U of other high-voltage accessories:

[0132] Check pre-charging time: if timeout, exit, otherwise continue, if (power battery voltage U-U high-voltage accessories > U deviation value 1), continue, otherwise exit;

[0133] BMS attracts high-voltage main positive relay: if failed, exit, otherwise continue;

[0134] BMS monitors the high-voltage voltage value U of other high-voltage accessories: if (power battery voltage U-U high-voltage accessories > U deviation value 2), exit, otherwise continue;

[0135] BMS disconnects high-voltage pre-charging relay: if failed, exit, otherwise continue;

[0136] Check if high-voltage power-on is successful: if successful, exit, otherwise continue.

[0137] Reverse pre-charging is used for high-voltage power-on, including:

[0138] DC / DC checks low-voltage battery status: if low-voltage battery capacity is insufficient to start reverse pre-charging, exit, otherwise continue; wherein: according to low-voltage battery life, power and environmental temperature to judge;

[0139] DC / DC stops working: if failed, exit, otherwise continue;

[0140] DC / DC positive relay is disconnected: if failed, exit, otherwise continue;

[0141] BMS attracts high-voltage main negative relay: if failed, exit, otherwise continue;

[0142] BMS attracts reverse pre-charging relay: if failed, exit, otherwise continue;

[0143] DC / DC receives reverse pre-charging instructions and target voltage value; DC / DC reverse pre-charging converts low voltage of low-voltage battery into high voltage; other high-voltage components enter working state as needed; at this time, DC / DC is in working state;

[0144] DC / CD detects output voltage and current: if DC / DC output voltage or current is overloaded, exit, otherwise continue;

[0145] BMS monitors high-voltage voltage value Uhigh-voltage accessories of other high-voltage accessories: checks reverse pre-charging time: if timeout, exit, otherwise continue; if (power battery voltage U-Uhigh-voltage accessories> Udeviation value 1), continue, otherwise exit; BMS attracts high-voltage main positive relay: if failed, exit, otherwise continue; BMS monitors high-voltage voltage value Uhigh-voltage accessories of other high-voltage accessories: if (power battery voltage U-Uhigh-voltage accessories> Udeviation value 2), exit, otherwise continue; BMS disconnects reverse pre-charging relay: if failed, exit, otherwise continue;

[0146] Attracts DC / DC positive relay: if failed, exit, otherwise continue;

[0147] DC / DC starts working: if failed, exit, otherwise continue.

[0148] Check if high-voltage power-on is successful: if successful, exit, otherwise report fault.

[0149] According to the embodiment of the application, an embodiment of a vehicle power-on control device is provided. It should be noted that the device can be used to execute the vehicle power-on control method described above. The specific implementation method and preferred application scenario are the same as those of the above embodiment, and will not be repeated here.

[0150] Figure 4 is a schematic diagram of a vehicle power-on control device according to an embodiment of the application,Figure 4 As shown in the figure, the apparatus comprises: an acquisition module 402, a determination module 404, a first control module 406, and a second control module 408.

[0151] The acquisition module 402 is configured to acquire state data of the battery in a case where the vehicle electrical system is started; the determination module 404 is configured to determine a target pre-charging mode of the vehicle electrical system based on the state data; the first control module 406 is configured to control a pre-charging circuit and a power supply circuit in the vehicle electrical system in a case where the target pre-charging mode is a first pre-charging mode; and the second control module 408 is configured to control a reverse pre-charging circuit, the power supply circuit, and a conversion circuit in the vehicle electrical system in a case where the target pre-charging mode is a second pre-charging mode.

[0152] Optionally, the determination module is configured to determine, based on the state data, whether the battery meets a starting condition; determine that the target pre-charging mode is the second pre-charging mode in a case where the battery meets the starting condition; and determine that the target pre-charging mode is the first pre-charging mode in a case where the battery does not meet the starting condition.

[0153] Optionally, the first control module is configured to control a main negative relay in the power supply circuit to be turned on; control a first pre-charging relay in the pre-charging circuit to be turned on in a case where the main negative relay is successfully turned on; control a main positive relay in the power supply circuit to be turned on in a case where the first pre-charging relay is successfully turned on and the vehicle electrical system is monitored to meet a first pre-charging condition; and control the first pre-charging relay to be turned off in a case where the main positive relay is successfully turned on and the vehicle electrical system is monitored to meet a second pre-charging condition.

[0154] Optionally, the apparatus is further configured to acquire a first voltage of a first load component in a case where the first pre-charging relay is successfully turned on; determine a first difference value by subtracting the first voltage from a voltage of the power battery; and determine that the vehicle electrical system meets the first pre-charging condition in a case where the first difference value is greater than a first preset difference value within a first preset time period.

[0155] Optionally, the apparatus is further configured to acquire a second voltage of the first load component in a case where the main positive relay is successfully turned on; determine a second difference value by subtracting the second voltage from the voltage of the power battery; and determine that the vehicle electrical system meets the second pre-charging condition in a case where the second difference value is greater than a second preset difference value.

[0156] Optionally, the second control module is configured to control the converter in the conversion loop to stop working; in the case that the converter successfully stops working, control the conversion positive relay in the conversion loop to turn off; in the case that the conversion positive relay turns off successfully, control the main negative relay in the power supply loop to turn on; in the case that the main negative relay turns on successfully, control the second pre-charge relay in the reverse pre-charge loop to turn on; in the case that the second pre-charge relay turns on successfully, control the converter in the conversion loop to be in a working state; in the case that the vehicle electrical system meets the third pre-charge condition is monitored, control the main positive relay in the power supply loop to turn on; in the case that the main positive relay turns on successfully and the vehicle electrical system meets the second pre-charge condition is monitored, control the second pre-charge relay to turn off; in the case that the second pre-charge relay turns off successfully, control the conversion positive relay to turn on; in the case that the conversion positive relay turns on successfully, control the converter to be in a working state.

[0157] Optionally, the device is further configured to, after controlling the converter in the conversion loop to be in a working state, acquire an output voltage and an output current of the converter and a third voltage of the first load component; determine a difference between the voltage of the power battery and the third voltage to obtain a third difference value; in the case that the output voltage and the output current are normal and the third difference value is greater than the first preset difference value within a second preset time period, determine that the vehicle electrical system meets the third pre-charge condition.

[0158] Optionally, the device is further configured to, in the case that the vehicle is in a stationary state, acquire a remaining power of the power battery; in the case that the remaining power is greater than a preset power, control the conversion loop to turn on to charge the storage battery.

[0159] Embodiments of the present application also provide an electronic device, comprising: a memory storing an executable program; and a processor configured to run the program, wherein the program, when running, performs the method in any of the embodiments of the present application.

[0160] Embodiments of the present application also provide a computer-readable storage medium, comprising a stored executable program, wherein the executable program, when running, controls a device where the computer-readable storage medium is located to perform the method in any of the embodiments of the present application.

[0161] Embodiments of the present application also provide a computer program product, comprising a computer program, which, when executed by a processor, implements the method in any of the embodiments of the present application.

[0162] Embodiments of the present application also provide a computer program product, comprising a non-volatile computer-readable storage medium, which is configured to store a computer program, and the computer program, when executed by a processor, implements the method in any of the embodiments of the present application.

[0163] The embodiments of the present application further provide a computer program, which, when executed by a processor, implements the method in any of the above embodiments of the present application.

[0164] In the above embodiments of the present application, the description of each embodiment has its own focus, and the parts not described in detail in a certain embodiment can be referred to the relevant description of other embodiments.

[0165] In several embodiments provided in the present application, it should be understood that the disclosed technical contents can be implemented by other manners. Among them, the above-described device embodiments are only schematic, for example, the division of the units can be a logical function division, and in actual implementation, there can be another division manner, for example, a plurality of units or components can be combined or integrated into another system, or some features can be ignored or not executed. In addition, the coupling or direct coupling or communication connection between the units or modules shown or discussed can be indirect coupling or communication connection through some interfaces, units or modules, which can be electrical or other forms.

[0166] The units described as separate components can or can not be physically separate, and the components shown as units can or can not be physical units, that is, they can be located in one place, or can be distributed to multiple units. Part or all of the units can be selected according to actual needs to achieve the purpose of the embodiment scheme.

[0167] In addition, each functional unit in each embodiment of the present application can be integrated in one processing unit, or each unit can exist physically, or two or more units can be integrated in one unit. The above integrated unit can be realized in the form of hardware or in the form of software functional unit.

[0168] The integrated unit, if realized in the form of software functional unit and sold or used as an independent product, can be stored in a computer readable storage medium. Based on such understanding, the technical solutions of the present application essentially or the part of the prior art that makes a contribution or the whole or part of the technical solutions can be embodied in the form of software product, which is stored in a storage medium and includes a plurality of instructions to make a computer device (which can be a personal computer, a server or a network device, etc.) execute all or part of the steps of the method described in each embodiment of the present application. The foregoing storage medium includes: U disk, read-only memory (ROM, Read-Only Memory), random access memory (RAM, Random Access Memory), mobile hard disk, magnetic disk or optical disk and various program code storage media.

[0169] The above merely describes the preferred embodiments of the present application, and it should be pointed out that, for those skilled in the art, some improvements and refinements can be made without departing from the principles of the present application, and these improvements and refinements should also be considered as the protection scope of the present application.

Claims

1. A vehicle electrical system, characterized in that, include: The power supply circuit has a first input terminal connected to the positive terminal of the power battery, a second input terminal connected to the negative terminal of the power battery, a first output terminal connected to the first input terminal of the first load component, and a second output terminal connected to the second input terminal of the first load component. The power supply circuit is used to transmit the first electrical energy of the power battery to the first load component. A conversion circuit is deployed inside the power battery. The first end of the conversion circuit is connected to the positive terminal of the power battery, the second end of the conversion circuit is connected to the negative terminal of the power battery, the third end of the conversion circuit is connected to the first input terminal of the second load component and the first terminal of the battery, and the fourth end of the conversion circuit is connected to the second input terminal of the second load component and the second terminal of the battery. The conversion circuit is used to convert the first electrical energy output by the power battery into voltage and transmit it to the second load component and the battery, or to convert the second electrical energy output by the battery into voltage and transmit it to the first load component. A pre-charge circuit, wherein the first end of the pre-charge circuit is connected to the positive terminal of the power battery, and the second end of the pre-charge circuit is connected to the first output terminal of the power supply circuit, and the pre-charge circuit is used to limit the current during the vehicle power-on process; A reverse pre-charge circuit is provided, wherein the first end of the reverse pre-charge circuit is connected to the first input end of the first load component, the second end of the reverse pre-charge circuit is connected to the fifth end of the conversion circuit, and the reverse pre-charge circuit is used to charge the battery using the electrical energy converted by the conversion circuit, wherein the converted electrical energy is the electrical energy obtained by voltage conversion of the second electrical energy output by the battery.

2. The vehicle electrical system according to claim 1, characterized in that, The conversion circuit includes: A positive switching relay, wherein the first terminal of the positive switching relay is connected to the first terminal of the switching circuit; A switching negative relay, wherein the first terminal of the switching negative relay is connected to the second terminal of the switching circuit; The converter has a first terminal connected to the second terminal of the positive conversion relay and the fifth terminal of the conversion circuit, a second terminal connected to the second terminal of the negative conversion relay, a third terminal connected to the third terminal of the conversion circuit, and a fourth terminal connected to the fourth terminal of the conversion circuit.

3. The vehicle electrical system according to claim 1, characterized in that, The pre-charge circuit includes: A first pre-charge relay, wherein the first terminal of the first pre-charge relay is connected to the first terminal of the pre-charge circuit; A pre-charge resistor, the first end of which is connected to the second end of the first pre-charge relay, and the second end of which is connected to the second end of the pre-charge circuit.

4. The vehicle electrical system according to claim 1, characterized in that, The reverse precharge circuit includes: The second precharge relay has its first terminal connected to the first terminal of the reverse precharge circuit, and its second terminal connected to the second terminal of the reverse precharge circuit.

5. The vehicle electrical system according to any one of claims 1 to 4, characterized in that, The power supply circuit includes: A main positive relay, wherein the first terminal of the main positive relay is connected to the first input terminal of the power supply circuit, and the second terminal of the main positive relay is connected to the first output terminal of the power supply circuit; The main negative relay has its first terminal connected to the second input terminal of the power supply circuit and its second terminal connected to the second output terminal of the power supply circuit.

6. A vehicle power-on control method, characterized in that, Applied to the vehicle electrical system according to any one of claims 1 to 5, the method comprises: When the vehicle's electrical system is activated, acquire the battery's status data; Based on the status data, the target pre-charge mode of the vehicle electrical system is determined; When the target pre-charge mode is the first pre-charge mode, the pre-charge circuit and the power supply circuit in the vehicle electrical system are controlled; When the target pre-charge mode is the second pre-charge mode, the reverse pre-charge circuit, the power supply circuit and the conversion circuit in the vehicle electrical system are controlled.

7. The vehicle power-on control method according to claim 6, characterized in that, Determining the target pre-charge mode of the vehicle electrical system based on the status data includes: Based on the status data, determine whether the battery meets the conditions for starting. When the battery meets the start-up conditions, the target pre-charge mode is determined to be the second pre-charge mode; If the battery does not meet the conditions for starting, the target pre-charge mode is determined to be the first pre-charge mode.

8. The vehicle power-on control method according to claim 6, characterized in that, The control circuit for the pre-charge circuit and the power supply circuit in the vehicle electrical system includes: Control the main negative relay in the power supply circuit to turn on; If the main negative relay is successfully turned on, the first precharge relay in the precharge circuit is turned on. If the first pre-charge relay is successfully turned on and the vehicle electrical system is found to meet the first pre-charge condition, the main positive relay in the power supply circuit is controlled to turn on. If the main positive relay is successfully turned on and the vehicle electrical system is found to meet the second pre-charge condition, the first pre-charge relay is controlled to turn off.

9. The vehicle power-on control method according to claim 8, characterized in that, The method further includes: If the first precharge relay is successfully turned on, the first voltage of the first load component is obtained; The difference between the voltage of the power battery and the first voltage is determined to obtain the first difference; If the first difference is greater than the first preset difference within a first preset time period, it is determined that the vehicle electrical system meets the first pre-charging condition.

10. The vehicle power-on control method according to claim 8, characterized in that, The method further includes: If the main positive relay is successfully turned on, the second voltage of the first load component is obtained; The difference between the voltage of the power battery and the second voltage is determined to obtain the second difference; If the second difference is greater than the second preset difference, it is determined that the vehicle electrical system meets the second pre-charge condition.

11. The vehicle power-on control method according to claim 6, characterized in that, The reverse pre-charge circuit, the power supply circuit, and the conversion circuit in the vehicle electrical system include: The converter in the control circuit is stopped from working; If the converter successfully stops working, the positive relay in the conversion circuit is turned off. If the positive switching relay is successfully turned off, the main negative relay in the power supply circuit is turned on. If the main negative relay is successfully turned on, the second precharge relay in the reverse precharge circuit is turned on. When the second precharge relay is successfully turned on, the converter in the conversion circuit is controlled to be in working state; If the vehicle electrical system is detected to meet the third pre-charge condition, the main positive relay in the power supply circuit is turned on. If the main positive relay is successfully turned on and the vehicle electrical system is found to meet the second pre-charge condition, the second pre-charge relay is controlled to turn off. If the second precharge relay is successfully turned off, the positive switching relay is turned on. When the positive relay is successfully turned on, the converter is controlled to be in working state.

12. The vehicle power-on control method according to claim 11, characterized in that, The method further includes: After the converter in the control circuit is in the working state, the output voltage and output current of the converter, as well as the third voltage of the first load component, are obtained; The difference between the voltage of the power battery and the third voltage is determined to obtain the third difference; If both the output voltage and the output current are normal, and the third difference is greater than the first preset difference within the second preset time period, then the vehicle electrical system is determined to meet the third pre-charge condition.

13. The vehicle power-on control method according to any one of claims 6 to 12, characterized in that, The method further includes: When the vehicle is stationary, the remaining charge of the power battery is obtained; If the remaining power is greater than the preset power, the conversion circuit is activated to replenish the battery.

14. An electronic device, characterized in that, include: Memory, which stores executable programs; A processor for running the program, wherein the program, when running, performs the method according to any one of claims 6 to 13.

15. A computer-readable storage medium, characterized in that, The computer-readable storage medium includes a stored executable program, wherein, when the executable program is executed, it controls the device on which the storage medium is located to perform the method of any one of claims 6 to 13.

16. A computer program product, characterized in that, Includes a computer program that, when executed by a processor, implements the method according to any one of claims 6 to 13.

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