Power supply control method and power supply system for electric vehicle

Abstract

The invention discloses a power supply control method and a power supply system for an electric vehicle, and the method comprises the steps: enabling a vehicle-mounted gateway to obtain a starting operation of enabling a target vehicle-mounted function of the electric vehicle by a user under the condition that the electric vehicle is in a static state; the target area controller identifies whether the operation of the target vehicle-mounted function needs to start a second direct current converter, and if yes, the target area controller sends a first start command to the battery management system; the battery management system responds to the first starting command, awakens the second direct-current converter and sends a control request to the second direct-current converter; and after the second DC converter is awakened, the working state of the second DC converter is adjusted according to the control request, so that the battery module outputs the working voltage required by the operation of the target vehicle-mounted function through the second DC converter. The technical problems that the effective service life of the controller is shortened and energy is wasted due to the power supply mode of the vehicle in the static state are solved.

Description

Technical Field

[0001] This invention belongs to the field of vehicle power supply technology, and particularly relates to a power supply control method and power supply system for electric vehicles. Background Technology

[0002] The widespread adoption of new energy vehicles not only satisfies the need for green travel but also expands into entirely new usage scenarios. These include features such as in-vehicle refrigerators, Sentry Mode, and Over-the-Air (OTA) software upgrades. Currently, when vehicles are stationary, these functions—including in-vehicle refrigerators, Sentry Mode, and OTA software upgrades—rely on a high-voltage system throughout the vehicle. Prolonged high-voltage operation of multiple components leads to significant energy waste and reduces the effective lifespan of the controllers. Summary of the Invention

[0003] This invention provides a power supply control method and power supply system for electric vehicles, which solves the technical problem that the power supply method for vehicles in a stationary state leads to a reduction in the effective service life of the controller and energy waste.

[0004] This invention provides a power supply control method for an electric vehicle, applied to the power supply system of an electric vehicle. The power supply system includes a target area controller, an on-board gateway, a power battery, and a first DC-DC converter connected to the power battery. The power battery includes a battery module, a battery management system, and a second DC-DC converter connected to the battery module. The power of the second DC-DC converter is less than the power of the first DC-DC converter. The battery management system is communicatively connected to the target area controller and to both the first and second DC-DC converters. The power supply control method includes: when the electric vehicle is stationary, the on-board gateway obtains an activation operation from a user to activate a target on-board function of the electric vehicle; the target area controller identifies whether the operation of the target on-board function requires the activation of the second DC-DC converter; if so, the target area controller sends a first activation command to the battery management system to activate the second DC-DC converter; the battery management system responds to the first activation command by waking up the second DC-DC converter and sending a control request to the second DC-DC converter; after being awakened, the second DC-DC converter adjusts its operating state according to the control request so that the battery module outputs the operating voltage required for the operation of the target on-board function through the second DC-DC converter.

[0005] In conjunction with the first aspect, in some embodiments, the battery management system and the second DC converter are connected via a CAN bus for communication; after the second DC converter adjusts its operating state according to the control request, the method further includes: the second DC converter feeding back a first feedback signal indicating that the second DC converter has been turned on to the battery management system via the CAN bus; the battery management system feeding back the first feedback signal to the user via at least one of the central control unit and the vehicle T-BOX of the electric vehicle after passing the target area controller and the vehicle gateway in sequence.

[0006] In conjunction with the first aspect, in some embodiments, the battery management system and the second DC-DC converter are further connected via a hard-wired wake-up line; the battery management system, in response to the first power-on command, wakes up the second DC-DC converter and sends a control request to the second DC-DC converter, including: In response to the first power-on command, the battery management system sets the hard-wired wake-up line to a high level to wake up the second DC-DC converter. After the second DC-DC converter is woken up, the battery management system sends a control request to the second DC-DC converter via the CAN bus. The control request includes a power-on command for turning on the second DC-DC converter and a target voltage.

[0007] In conjunction with the first aspect, in some embodiments, after the second DC converter adjusts its operating state according to the control request, the method further includes: controlling the non-essential controllers of the electric vehicle to enter a sleep state according to a preset sleep execution sequence, wherein the non-essential controllers are various controllers that are unrelated to the operation of the target vehicle function.

[0008] In conjunction with the first aspect, in some embodiments, the power battery further includes a plurality of relays connected between the battery module and the first DC-DC converter, and the power supply control method further includes: when the electric vehicle is stationary, if the electric vehicle is in an unloaded state, controlling the plurality of relays to disconnect; after the plurality of relays are disconnected, controlling all controllers of the electric vehicle to enter a sleep state.

[0009] In conjunction with the first aspect, in some embodiments, the method further includes: during the process of the battery module outputting the operating voltage required for the operation of the target vehicle function through the second DC-DC converter, the second DC-DC converter monitors its own fault information; if the second DC-DC converter detects a fault, the second DC-DC converter sets the hard-wired wake-up line between the second DC-DC converter and the battery management system to a high level, so that the battery management system is woken up; the second DC-DC converter sends its fault information to the battery management system via the CAN bus. After the battery management system is woken up, if it is detected that a target vehicle function requiring the second DC converter to be turned on was running before the battery management system went into hibernation, and the fault information is received, the battery management system sends a wake-up message to the target area controller. After the target area controller is woken up by the wake-up message, if it is detected that a target vehicle function requiring the second DC converter to be turned on was running before the target area controller went into hibernation, and no shutdown command for the second DC converter has been received, the target area controller controls the switch to supply power from the power battery to the low-voltage electrical load of the electric vehicle through the first DC converter.

[0010] In conjunction with the first aspect, in some embodiments, the power battery further includes a plurality of relays connected between the battery module and the first DC-DC converter. The target area controller controls the switching so that the power battery supplies power to the low-voltage electrical load of the electric vehicle through the first DC-DC converter, including: the target area controller sending a high-voltage power-on command to the battery management system via the CAN bus; the battery management system responding to the high-voltage power-on command sequentially controlling the plurality of relays to close and sending a second feedback signal to the target area controller indicating that the high-voltage power-on is complete; the target area controller responding to the second feedback signal sending a second start command via the CAN bus to start the first DC-DC converter; the first DC-DC converter responding to the second start command entering the start state, so that the power battery outputs the operating voltage required for the operation of the target vehicle function via the first DC-DC converter; and the first DC-DC converter sending a third feedback signal to the target area controller indicating that the first DC-DC converter is in the start state.

[0011] In conjunction with the first aspect, in some embodiments, after the first DC-DC converter sends a third feedback signal indicating that the first DC-DC converter is in an on state to the target area controller, the method further includes: the target area controller sending a shutdown command to the second DC-DC converter through the battery management system; and the second DC-DC converter entering a sleep state in response to the shutdown command.

[0012] In conjunction with the first aspect, in some embodiments, the method further includes: after the battery management system is woken up, the battery management system transmits the fault information of the second DC converter sequentially through the target area controller and the vehicle gateway, and then feeds it back to the user through at least one of the central control unit and the vehicle T-BOX of the electric vehicle.

[0013] According to a second aspect of the present invention, an electric vehicle is provided, comprising: a target area controller, an on-board gateway, a power battery, and a first DC-DC converter connected to the power battery. The power battery includes a battery module, a battery management system, and a second DC-DC converter connected to the battery module. The power of the second DC-DC converter is less than the power of the first DC-DC converter. The battery management system is communicatively connected to the target area controller and to both the first and second DC-DC converters. The on-board gateway is configured to acquire a user's activation operation for a target on-board function of the electric vehicle when the electric vehicle is stationary. The target area controller is configured to identify whether the operation of the target on-board function requires the second DC-DC converter to be activated. If so, the target area controller sends a first activation command to the battery management system to activate the second DC-DC converter. The battery management system is configured to wake up the second DC-DC converter in response to the first activation command and send a control request to the second DC-DC converter. The second DC-DC converter is configured to adjust its operating state according to the control request after being woken up, so that the battery module outputs the operating voltage required for the operation of the target on-board function through the second DC-DC converter.

[0014] The one or more technical solutions provided in the embodiments of the present invention achieve at least the following technical effects or advantages: In this embodiment of the invention, when the electric vehicle is stationary, the vehicle gateway acquires the user's activation operation of the target vehicle function; the target area controller identifies whether the operation of the target vehicle function requires the activation of the second DC-DC converter. If so, the target area controller sends a first activation command to the battery management system to activate the second DC-DC converter; the battery management system responds to the first activation command, wakes up the second DC-DC converter, and sends a control request to the second DC-DC converter; after being woken up, the second DC-DC converter adjusts its operating state according to the control request, so that the battery module outputs the operating voltage required for the operation of the target vehicle function through the second DC-DC converter. This technical solution, by adding a low-power second DC-DC converter and combining the joint control of the second DC-DC converter by the vehicle gateway, battery management system, and area controller, enables the low-voltage electrical loads of the vehicle to be powered by the low-power second DC-DC converter when stationary, without needing to activate the high-power first DC-DC converter to output voltage. This reduces the overall energy consumption of the vehicle when stationary and also extends the effective service life of the controller. Attached Figure Description

[0015] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on the provided drawings without creative effort.

[0016] Figure 1 A power supply system architecture diagram of an electric vehicle according to some embodiments of the present invention is shown; Figure 2 It shows Figure 1 CAN bus topology diagram of the power supply system for electric vehicles; Figure 3 A flowchart of a power supply control method for an electric vehicle according to some embodiments of the present invention is shown. Detailed Implementation

[0017] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0018] In the embodiments of this specification, the term "multiple" means "two or more", that is, including two or more cases; the term "and / or" is merely a description of the relationship between related objects, indicating that there can be three relationships. For example, A and / or B can represent three cases: A exists alone, A and B exist simultaneously, and B exists alone.

[0019] This invention provides a power supply system for electric vehicles. Figure 1 A power supply system architecture diagram of an electric vehicle according to some embodiments of the present invention is shown. For example... Figure 1 As shown, the power supply system of the electric vehicle includes a target area controller 130, an on-board gateway 120, a power battery 110, and a first DC-DC converter (high-power DC-DC converter) 150 connected to the power battery 110. This power supply system is used to provide power for the vehicle's drive, to recharge the battery 160, and to supply power to various low-voltage electrical loads 170.

[0020] The power battery 110 includes a battery module 112, a battery management system (BMS) 111, and a second DC-DC converter (a low-power DC-DC converter) 113 connected to the battery module 112. The battery management system 111 is connected to the positive and negative terminals of the battery 160. The battery management system 111 is also connected to the low-voltage terminals of the first DC-DC converter 150 and the second DC-DC converter 113. The output of one of the battery 160, the first DC-DC converter 150, and the second DC-DC converter 113 supplies power to the battery management system 111. It can be understood that the battery management system 111 is also a low-voltage electrical load 170. The power of the second DC-DC converter 113 is less than the power of the first DC-DC converter 150.

[0021] like Figure 1 As shown, the power battery 110 also includes multiple relays ( Figure 1 As shown in the diagram (first relay 1, second relay 2, and third relay 3), battery module 112 is connected to first DC-DC converter 150 via relays 1, 2, and 3, thereby connecting the high-voltage terminal of first DC-DC converter 150 to power battery 110. The low-voltage terminal of first DC-DC converter 150 is connected to electric vehicle battery 160 and various low-voltage electrical loads 170, including: sentry system, vehicle refrigerator, and other low-voltage electrical loads 1 to N, and battery management system 111. Battery module 112 is a functional unit composed of multiple battery cells connected in series and parallel, equipped with necessary electrical connections, structural support, thermal management, and safety protection components. Each low-voltage electrical load 170 has a fuse at its input.

[0022] like Figure 1As shown, the negative terminal of the battery module 112 is connected to the first connection point of the high voltage terminal of the first DC-DC converter 150 through the second relay 2, and the positive terminal of the battery module is connected to the second connection point of the high voltage terminal of the first DC-DC converter 150 through the first relay 1. The positive terminal of the battery module 112 is also connected to the second connection point of the high voltage terminal of the first DC-DC converter 150 through the pre-charge resistor 115 and the third relay 3 connected in series.

[0023] like Figure 1 As shown, the negative terminal of battery module 112 is connected to the third connection point of the high-voltage terminal of the second DC-DC converter 113, and the positive terminal of battery module 112 is connected to the fourth connection point of the high-voltage terminal of the second DC-DC converter 113. The second DC-DC converter 113 is also connected to the battery management system 111 via a wake-up hardwire.

[0024] Figure 2 It shows Figure 1 A CAN bus topology diagram of the power supply system for electric vehicles. (For example...) Figure 2 As shown, each of the first DC converter 150, the second DC converter 113, and the target area controller 130 is connected to the battery management system 111 via a CAN (Controller Area Network) bus. Each area controller is connected to the vehicle gateway 120 via a CAN bus. The vehicle gateway 120 is connected to the central control unit 140 of the electric vehicle via a CAN bus. The vehicle gateway 120 is also connected to the vehicle T-BOX (Telematics Box, also known as Telematics Control Unit, TCU) 150 via a CAN bus.

[0025] In the power supply system of an electric vehicle, the vehicle gateway 120 is used to acquire the user's activation operation of the target vehicle function when the electric vehicle is stationary; the target area controller 130 is used to identify whether the operation of the target vehicle function requires the second DC-DC converter 113 to be activated. If so, the target area controller 130 is used to send a first activation command to the battery management system 111 to activate the second DC-DC converter 113; the battery management system 111 is used to wake up the second DC-DC converter 113 in response to the first activation command and send a control request to the second DC-DC converter 113; the second DC-DC converter 113 is used to adjust its operating state according to the control request after being woken up, so that the battery module 112 outputs the operating voltage required for the operation of the target vehicle function through the second DC-DC converter 113.

[0026] Figure 3A flowchart of a power supply control method for an electric vehicle according to some embodiments of the present invention is shown. The power supply control method for an electric vehicle provided by the embodiments of the present invention can be applied to... Figure 1 and Figure 2 The power supply system of the electric vehicle is shown. (For example...) Figure 3 As shown, the power supply control method for electric vehicles provided in this embodiment of the invention includes the following steps S301-S304.

[0027] Step S301: When the electric vehicle is stationary, the vehicle gateway 120 obtains the user's activation operation of the target vehicle function of the electric vehicle.

[0028] Electric vehicles operate in two distinct environments: high-voltage and low-voltage. It's understandable that electric vehicles operate in high-voltage environments when in motion or charging, and in low-voltage environments when stationary.

[0029] If the electric vehicle is operating under high voltage conditions, the power battery 110 provides power for the vehicle's drive and also converts the high-voltage electricity output from the power battery 110 into low-voltage electricity (12V or 24V) via the first DC-DC converter 150. The low-voltage electricity output from the first DC-DC converter 150 then replenishes the electric vehicle's battery 160 and supplies power to various low-voltage electrical loads 170 of the electric vehicle. When the electric vehicle is operating under high voltage conditions, the second DC-DC converter 113 is in the off state.

[0030] It should be noted that the target vehicle functions refer to the functions supported by various low-voltage electrical loads 170. Target vehicle functions include: Sentry Mode, vehicle refrigerator, or OTA software upgrades, etc.

[0031] The activation operation refers to activating any target vehicle function, such as Sentry Mode, the in-vehicle refrigerator, or OTA software upgrades. For example, the activation operation can be performed by a user via the central control unit 140, or remotely via a mobile client. Remote activation of the target vehicle function is wirelessly transmitted to the in-vehicle T-BOX 150. Upon detecting the user's activation operation via the central control unit 140 or the in-vehicle T-BOX 150, the central control unit 140 or the in-vehicle T-BOX 150 transmits the function activation command to the in-vehicle gateway 120 via the CAN bus. The in-vehicle gateway 120 then forwards the function activation command to the target area controller 130 via the CAN bus.

[0032] Understandably, electric vehicles are equipped with multiple area controllers: a front left area controller (Vehicle Interface Unit Front Left, VIUF-L), a front right area controller (Vehicle Interface Unit Front Right, VIUF-R), a rear left area controller (Vehicle Interface Unit Rear Left, VIUR-L), and a rear right area controller (Vehicle Interface Unit Rear Right, VIUR-R). Each area controller communicates with the on-board gateway 120 via a CAN bus. The target area controller 130 can be the front left area controller (VIUF-L) among the aforementioned area controllers.

[0033] Step S302: The target area controller 130 identifies whether the operation of the target vehicle function requires the second DC-DC converter 113 to be turned on. If so, the target area controller 130 sends a first turn-on command to the battery management system 111 to turn on the second DC-DC converter 113.

[0034] When the electric vehicle is stationary, if the central control unit 140 detects an activation operation, it transmits the activation command for the target vehicle function to be activated via the CAN bus to the target area controller 130. This allows the target area controller 130 to determine whether the operation of the target vehicle function requires the activation of the second DC-DC converter 113. It can determine whether the target vehicle function is in a preset function list. If the target vehicle function is in the preset function list, it indicates that low-voltage power supply (12V or 24V) is required, and the second DC-DC converter 113 needs to be activated. If the target vehicle function is not in the preset function list, it indicates that low-voltage power supply is not required, and the second DC-DC converter 113 does not need to be activated. If the second DC-DC converter 113 needs to be activated, the target area controller 130 sends a first activation command to the battery management system 111 via the CAN bus to activate the second DC-DC converter 113.

[0035] S303: In response to the first power-on command, the battery management system 111 wakes up the second DC-DC converter 113 and sends a control request to the second DC-DC converter 113.

[0036] In step S303, after receiving the first start command from the target area controller 130, the battery management system 111 obtains the relevant parameters of the second DC converter 113, determines whether there is a fault that prevents the second DC converter 113 from being turned on based on the relevant parameters of the second DC converter 113, and if there is no fault that prevents the second DC converter 113 from being turned on, the battery management system 111 wakes up the second DC converter 113, and after the second DC converter 113 is woken up, the battery management system 111 sends a control request to the second DC converter 113.

[0037] S304: After the second DC converter 113 is awakened, the operating state of the second DC converter 113 is adjusted according to the control request so that the battery module 112 outputs the operating voltage required for the operation of the target vehicle function through the second DC converter 113.

[0038] In some embodiments, the battery management system 111 is connected to the second DC-DC converter 113 via a hard-wired wake-up line. After receiving a first power-on command, the battery management system 111 wakes up the second DC-DC converter 113 and sends a control request to it. This may include: after receiving the first power-on command, the battery management system 111 sets the hard-wired wake-up line to a high level to wake up the second DC-DC converter 113; after the second DC-DC converter 113 is woken up, the battery management system 111 sends a control request to the second DC-DC converter 113 via the CAN bus. The control request includes a power-on command and a target voltage, wherein the target voltage is the voltage output of the target vehicle function's operation request.

[0039] After the second DC-DC converter 113 is woken up, it enters the turn-on state in response to the turn-on command from the battery management system 111. After the second DC-DC converter 113 enters the turn-on state, the voltage output of the second DC-DC converter 113 is adjusted according to the target voltage so that the battery module 112 outputs the operating voltage required for the operation of the target vehicle function through the second DC-DC converter 113.

[0040] In some embodiments, after the second DC-DC converter 113 adjusts its operating state according to a control request, the second DC-DC converter 113 feeds back a first feedback signal indicating that the second DC-DC converter 113 has been successfully turned on to the battery management system 111 via the CAN bus. The battery management system 111 then feeds back the first feedback signal to the user via either the target area controller 130, the vehicle gateway 120, the central control unit 140, or the vehicle T-BOX 150. This achieves the feeding back of the first feedback signal indicating that the second DC-DC converter 113 has been successfully turned on to the user via the CAN bus, through the battery management system 111, the target area controller 130, the vehicle gateway 120, the central control unit 140, and the vehicle T-BOX 150, so that the user is aware of the vehicle's power supply status.

[0041] In some embodiments, after adjusting the operating state of the second DC-DC converter 113 according to a control request, the method further includes controlling each non-essential controller to enter a sleep state according to a preset sleep execution sequence to reduce overall vehicle energy consumption. Each non-essential controller refers to all controllers of the electric vehicle other than those related to the target onboard function. It is understood that controllers that enter the sleep state are unrelated to the target onboard function and do not need to operate under the current conditions.

[0042] In some embodiments, to avoid functional abnormalities caused by controllers relying on sleep mode, a sleep execution order is determined based on the functional priority and dependencies of each controller. Sleep mode involves the controller entering a low-power mode, shutting down non-core modules of unnecessary controllers (such as downclocking the arithmetic unit and powering off peripherals) to ensure that the supply current in sleep mode is less than the operating current.

[0043] In some embodiments, where the power battery 110 further includes multiple relays 1, 2, and 3 connected between the battery module 112 and the first DC-DC converter 150, the power supply control method provided in this embodiment of the invention may further include the following steps: when the electric vehicle is stationary, if the electric vehicle is in an unloaded state, control the disconnection of each relay 1, 2, and 3 connected between the battery module 112 and the first DC-DC converter 150; after the disconnection of each relay 1, 2, and 3 connected between the battery module 112 and the first DC-DC converter 150, control all controllers (including the battery management system 111) of the electric vehicle to enter a sleep state. When the electric vehicle is in an unloaded state, meaning it operates without any load, the power supply control method disconnects the relays (such as...) connected between the battery module 112 and the first DC-DC converter 150. Figure 1 The first relay 1, the second relay 2, and the third relay 3 shown can control all controllers of the electric vehicle to enter the sleep state in sequence according to the predetermined sleep execution order.

[0044] By controlling the disconnection of relays 1, 2, and 3 and the sleep state of all controllers of the electric vehicle when the electric vehicle is in an unloaded state, the energy consumption of the whole vehicle is further reduced.

[0045] In some embodiments, the power supply control method for electric vehicles provided by the present invention may further include: during the process of the battery module 112 outputting the operating voltage required for the operation of the target vehicle function through the second DC converter 113, that is, during the operation of the second DC converter 113, if the second DC converter 113 fails, the system switches to the battery module 112 outputting the operating voltage required for the operation of the target vehicle function through the first DC converter 150, thereby the vehicle enters a high-voltage state from a low-voltage state and continues to supply power to the low-voltage electrical load 170 of the electric vehicle to maintain the continued operation of the target vehicle function.

[0046] In some embodiments, to switch to the operating voltage required for the target vehicle function output by the battery module 112 via the first DC-DC converter 150 when the second DC-DC converter 113 fails, the following steps may be included: the second DC-DC converter 113 monitors its own fault information; if the second DC-DC converter 113 detects a fault, the second DC-DC converter 113 sets the hard-wired wake-up line between the second DC-DC converter 113 and the battery management system 111 to a high level, thereby waking up the battery management system 111; the second DC-DC converter 113 sends its fault information to the battery management system 111 via the CAN bus; after the battery management system 111 is woken up, if the battery management system... System 111 detects a target vehicle function requiring the second DC-DC converter 113 to be activated before the battery management system 111 went into sleep mode and receives fault information for the second DC-DC converter 113. The battery management system 111 then sends a wake-up message to the target area controller 130 to wake it up. After being woken up, if the target area controller 130 detects a target vehicle function requiring the second DC-DC converter 113 to be activated before it went into sleep mode and has not yet received a shutdown command for the second DC-DC converter 113, the target area controller 130 controls the switch to supply power from the power battery 110 to the low-voltage electrical load 170 of the electric vehicle via the first DC-DC converter 150. Through this process, when the second DC-DC converter 113 malfunctions, the power supply to the vehicle's low-voltage electrical load 170 is switched to the first DC-DC converter 150, resulting in higher operational reliability of the target vehicle function.

[0047] In some embodiments, the second DC converter 113 periodically feeds back fault information of the second DC converter 113 to the battery management system 111 via the CAN bus.

[0048] In some embodiments, the target area controller 130 controls the switching of power battery 110 to supply power to the low-voltage electrical load 170 of the electric vehicle via the first DC-DC converter 150. This may include: the target area controller 130 sending a high-voltage power-on command to the battery management system 111 via the CAN bus; the battery management system 111 responding to the high-voltage power-on command sequentially controlling the closing of each of the relays 1, 2, and 3 of the power battery 110, and sending a second feedback signal to the target area controller 130 indicating that the high-voltage power-on of the multiple relays 1, 2, and 3 is complete; after receiving the second feedback signal, the target area controller 130 responding to the second feedback signal sends a second activation command to the first DC-DC converter 150 via the CAN bus; the first DC-DC converter 150 responding to the second activation command switches from a closed state to an activated state, thereby enabling the power battery 110 to output the operating voltage required for the operation of the target vehicle function via the first DC-DC converter 150. After the power battery 110 outputs the operating voltage required for the operation of the target vehicle function via the first DC-DC converter 150, the first DC-DC converter 150 feeds back a third feedback signal to the target area controller 130, indicating that the first DC-DC converter 150 is in the on state.

[0049] In some embodiments, after the first DC-DC converter 150 sends a third feedback signal to the target area controller 130 indicating that the first DC-DC converter 150 has been turned on, the method further includes: the target area controller 130 sending a shutdown command to the second DC-DC converter 113 through the battery management system 111; the second DC-DC converter 113 responding to the shutdown command enters a dormant state to reduce the energy consumption of the vehicle.

[0050] In some embodiments, after the battery management system 111 is woken up, the fault information of the second DC converter 113 is transmitted through the CAN bus sequentially to the target area controller 130 and the vehicle gateway 120, and then fed back to the user through at least one of the central control 140 and the vehicle T-BOX 150, so that the user can notify the timely maintenance.

[0051] To facilitate understanding of the embodiments of the present invention, the following is combined with... Figure 1-3 The following describes a control logic of the power supply control method in an embodiment of the present invention: When the vehicle is in a high-voltage operating environment (such as driving or charging), all high-voltage relays 1, 2, and 3 are closed. The power battery provides power to drive the vehicle and, through a high-power DC-DC converter, converts the high-voltage electricity into 12V low-voltage electricity to replenish the battery and supply power to the vehicle's low-voltage electrical loads. At this time, the low-power DC-DC converter is in the off state.

[0052] When the vehicle is in a non-high-voltage operating environment (stationary state), if it is necessary to activate functions such as the sentry function, in-vehicle refrigerator, or OTA software upgrade, the user can activate the corresponding function through the central control screen or remotely via a mobile client, transmitting the command wirelessly to the vehicle's T-BOX. Then, the function activation command is transmitted to the VIUF-L controller via the CAN bus through the vehicle gateway. After identifying the corresponding function, the VIUF-L controller sends an activation command to the BMS to activate the high-power DC-DC converter. Upon receiving the command, the BMS checks its own status. If there is no fault preventing the low-power DC-DC converter from activating, the BMS wakes up the low-power DC-DC converter and simultaneously sends an activation command and a request for output voltage via the CAN bus. Once activated, the low-power DC-DC converter adjusts its operating state according to the received activation command and requested output voltage, allowing the battery module to output a low voltage to the vehicle's low-voltage electrical loads (such as the load of the target vehicle function) through the low-power DC-DC converter.

[0053] When a low-power DC-DC converter is operating, if it detects a serious fault and cannot function, it will switch to high-voltage mode to continue supplying power to the vehicle's low-voltage load, following steps 1-6: Step 1: The low-power DC-DC converter sets the hard-wired wake-up line between itself and the BMS to a high level to wake up the battery management system; Step 2: The low-power DC-DC converter periodically informs the battery management system of the cause of the fault via the CAN bus; Step 3: After the battery management system is woken up, it detects that there was a task to start a low-power DC-DC converter before the last hibernation and receives fault information of the low-power DC-DC converter. Then, it wakes up the VIUF-L controller, vehicle gateway, vehicle T-BOX and other controllers through network packets. Step 4: After the VIUF-L controller is woken up, it detects that there was a task to turn on the low-power DC-DC converter before the last hibernation and that no shutdown command to turn off the low-power DC-DC converter has been received yet; then the VIUF-L controller controls the vehicle to connect to high voltage and continues to supply power to the vehicle through the high-power DC-DC converter. Step 5: After the vehicle's high voltage is powered on, the VIUF-L controller sends a shutdown command to the low-power DC-DC converter through the battery management system, causing the low-power DC-DC converter to enter sleep mode. Step 6: After the battery management system is woken up, it will sequentially notify the user of the fault information of the low-power DC-DC converter through the VIUF-L controller, vehicle gateway, and vehicle T-BOX so that the user can repair and handle it in time.

[0054] The specific method by which the VIUF-L controller continues to supply power to the vehicle via a high-power DC-DC converter after controlling the vehicle to apply high voltage is as follows: The VIUF-L controller sends a high-voltage application command to the battery management system via the CAN bus; upon receiving the high-voltage application command, the battery management system sequentially controls relays 1, 2, and 3 to close, and simultaneously feeds back the high-voltage power-on completion status to the VIUF-L controller; after receiving the high-voltage application feedback from the battery management system, the VIUF-L controller sends an activation command to the high-power DC-DC converter via the CAN bus; upon receiving the activation command from the VIUF-L controller, the high-power DC-DC converter begins to output voltage and feeds back a signal indicating that the high-power DC-DC converter is in the activated state to the VIUF-L controller.

[0055] The power supply system and power supply control method for electric vehicles provided in this embodiment of the invention, when the electric vehicle is stationary, the vehicle gateway 120 obtains the user's activation operation of the target vehicle function; the target area controller 130 identifies whether the operation of the target vehicle function requires the second DC-DC converter 113 to be activated; if so, the target area controller 130 sends a first activation command to the battery management system 111 to activate the second DC-DC converter 113; in response to the first activation command, the battery management system 111 wakes up the second DC-DC converter 113 and sends a control request to the second DC-DC converter 113; after being woken up, the second DC-DC converter 113 adjusts its operating state according to the control request so that the battery module 112 outputs the operating voltage required for the operation of the target vehicle function through the second DC-DC converter 113. The above technical solution, by adding a low-power second DC converter 113 and combining the joint control of the second DC converter 113 by the vehicle gateway 120, the battery management system 111 and the area controller, enables the low-power second DC converter 113 to supply power to the low-voltage electrical load 170 of the vehicle when stationary, without needing to turn on the output voltage of the high-power first DC converter 150, thereby reducing the vehicle's energy consumption when stationary and extending the effective service life of the controller.

[0056] Those skilled in the art will understand that embodiments of the present invention can be provided as methods, systems, or computer products. Therefore, the present invention can take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, the present invention can take the form of a computer product embodied on one or more computer-usable storage media (including, but not limited to, disk storage, CD-ROM, optical storage, etc.) containing computer-usable code.

[0057] This invention is described with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer products according to embodiments of the invention. It will be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer instructions. These computer instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, generate instructions for implementing the flowchart illustrations and / or block diagrams. Figure 1 One or more processes and / or boxes Figure 1 A device that provides the functions specified in one or more boxes.

[0058] These computer instructions may also be stored in a computer-readable storage medium that can direct a computer or other programmable data processing device to function in a particular manner, such that the instructions stored in the computer-readable storage medium produce an article of manufacture including instruction means, which are implemented in a process Figure 1 One or more processes and / or boxes Figure 1 The function specified in one or more boxes.

[0059] These computer instructions may also be loaded onto a computer or other programmable data processing equipment to cause a series of operational steps to be performed on the computer or other programmable equipment to produce a computer-implemented process, thereby providing instructions that execute on the computer or other programmable equipment for implementing the process. Figure 1 One or more processes and / or boxes Figure 1 The steps of the function specified in one or more boxes.

[0060] Although preferred embodiments of the invention have been described, those skilled in the art, upon learning the basic inventive concept, can make other changes and modifications to these embodiments. Therefore, the appended claims are intended to be interpreted as including both the preferred embodiments and all changes and modifications falling within the scope of the invention.

[0061] Obviously, those skilled in the art can make various modifications and variations to this invention without departing from its spirit and scope. Therefore, if these modifications and variations fall within the scope of the claims of this invention and their equivalents, this invention also intends to include these modifications and variations.

Claims

1. A power supply control method of an electric vehicle, characterized by, The power supply system applied to an electric vehicle includes a target area controller, a vehicle gateway, a power battery and a first direct current converter connected to the power battery, the power battery includes a battery module, a battery management system and a second direct current converter connected to the battery module, the power of the second direct current converter is less than the power of the first direct current converter, the battery management system is in communication connection with the target area controller, and the battery management system is in communication connection with the first direct current converter and the second direct current converter. The power supply control method comprises: In the case that the electric vehicle is in a static state, the vehicle gateway acquires an opening operation of a user to start a target vehicle function of the electric vehicle; The target area controller identifies whether the operation of the target vehicle function needs to start the second direct current converter, and if so, the target area controller sends a first starting command for starting the second direct current converter to the battery management system; The battery management system wakes up the second direct current converter in response to the first starting command and sends a control request to the second direct current converter; After the second direct current converter is woken up, the working state of the second direct current converter is adjusted according to the control request, so that the battery module outputs the working voltage required by the operation of the target vehicle function through the second direct current converter.

2. The power supply control method of an electric vehicle according to claim 1, characterized by, The battery management system and the second direct current converter are in communication connection through a CAN bus; After the second direct current converter adjusts the working state of the second direct current converter according to the control request, the method further comprises: The second direct current converter feeds back a first feedback signal representing the completion of starting the second direct current converter to the battery management system through the CAN bus; The battery management system feeds back the first feedback signal to the user through at least one of a central control and a vehicle T-BOX of the electric vehicle in sequence through the target area controller and the vehicle gateway.

3. The power feeding control method according to claim 2, wherein The battery management system and the second direct current converter are also connected through a hard-wire wake-up line; the battery management system wakes up the second direct current converter and sends a control request to the second direct current converter in response to the first starting command, which comprises: The battery management system sets the hard-wire wake-up line to high level to wake up the second direct current converter in response to the first starting command; After the second direct current converter is woken up, the battery management system sends a control request to the second direct current converter through the CAN bus, and the control request includes a starting instruction for starting the second direct current converter and a target voltage.

4. The power feeding control method according to claim 1, wherein After the second direct current converter adjusts the working state of the second direct current converter according to the control request, it further comprises: Controlling unnecessary controllers of the electric vehicle to enter a sleep state according to a preset sleep execution sequence, the unnecessary controllers are various controllers irrelevant to the operation of the target vehicle function.

5. The power feeding control method according to claim 1, wherein The power battery further comprises a plurality of relays connected between the battery module and the first DC converter, and the power supply control method further comprises: In the case that the electric vehicle is in a static state, if the electric vehicle is in an empty load state, the plurality of relays are controlled to be opened; After the plurality of relays are opened, all controllers of the electric vehicle are controlled to enter a hibernation state.

6. The power feeding control method according to claim 1, wherein Further comprising: In the process that the battery module outputs the working voltage required by the operation of the target vehicle function through the second DC converter, the second DC converter monitors fault information of itself; If the second DC converter detects that a fault occurs in itself, the second DC converter sets a hard-wire wake-up line between the second DC converter and the battery management system to high level, so that the battery management system is woken up; The second DC converter sends the fault information of the second DC converter to the battery management system through a CAN bus; After the battery management system is woken up, if it is detected that there is a target vehicle function that needs to be started before the battery management system hibernates, and the fault information is received, the battery management system sends a wake-up message to the target area controller; After the target area controller is woken up by the wake-up message, if it is detected that there is a target vehicle function that needs to be started before the target area controller hibernates, and no shutdown command for the second DC converter is currently received, the target area controller controls switching to the power battery supplying power to the low-voltage electrical load of the electric vehicle through the first DC converter.

7. The power feeding control method according to claim 6, wherein The power battery further comprises a plurality of relays connected between the battery module and the first DC converter, and the target area controller controls switching to the power battery supplying power to the low-voltage electrical load of the electric vehicle through the first DC converter, comprising: The target area controller sends a high-voltage up command to the battery management system through a CAN bus; The battery management system responds to the high-voltage up command, and the battery management system controls the plurality of relays to be closed in sequence and feeds back a second feedback signal of high-voltage power-up completion to the target area controller; The target area controller responds to the second feedback signal, and the target area controller sends a second start command for starting the first DC converter through the CAN bus; The first DC converter responds to the second start command and enters a start state, so that the power battery outputs the working voltage required by the operation of the target vehicle function through the first DC converter; The first DC converter feeds back a third feedback signal representing that the first DC converter is in the start state to the target area controller.

8. The power feeding control method according to claim 7, wherein After the first DC converter feeds back the third feedback signal representing that the first DC converter is in the start state to the target area controller, further comprising: The target area controller sends a shutdown command to the second DC converter through the battery management system; The second DC converter enters a hibernation state in response to the shutdown instruction.

9. The power feeding control method according to claim 7, wherein Further comprising: After the battery management system is woken up, the battery management system feeds back the fault information of the second DC converter to the user through at least one of a central control and a vehicle T-BOX of the electric vehicle after passing through the target area controller and the vehicle gateway.

10. A power supply system for an electric vehicle, characterized by comprising: Comprising: A target area controller, a vehicle gateway, a power battery and a first DC converter connected to the power battery, the power battery comprising a battery module, a battery management system and a second DC converter connected to the battery module, the power of the second DC converter being less than that of the first DC converter, the battery management system being communicatively connected to the target area controller, the battery management system being communicatively connected to the first DC converter and the second DC converter; The vehicle gateway is configured to, in a case where the electric vehicle is in a stationary state, acquire an opening operation of a user opening a target vehicle function of the electric vehicle; The target area controller is configured to identify whether the running of the target vehicle function needs to start the second DC converter, and if so, the target area controller sends a first starting instruction for starting the second DC converter to the battery management system; The battery management system is configured to, in response to the first starting instruction, wake up the second DC converter and send a control request to the second DC converter; The second DC converter is configured to, after being woken up, adjust the working state of the second DC converter according to the control request, so that the battery module outputs a working voltage required by the running of the target vehicle function through the second DC converter.

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