Vehicle power supply system, vehicle and vehicle power supply control method

Abstract

The invention relates to a vehicle power supply system, a vehicle and a vehicle power supply control method. The system comprises a high-voltage power supply module, a high-voltage conversion and distribution module, an emergency low-voltage power supply module and a boosting module, and the high-voltage power supply module is used for outputting first high-voltage power; the high-voltage conversion and distribution module comprises a conversion and distribution input end and a conversion and distribution output end; the conversion distribution input end comprises a first conversion distribution input end and a second conversion distribution input end, the first conversion distribution input end is used for receiving first high-voltage electricity, and the conversion distribution output end is used for performing high-voltage power supply on a high-voltage load; the emergency low-voltage power supply module comprises a first low-voltage output end and a second low-voltage output end, and the first low-voltage output end is used for being connected with a low-voltage load; and the boosting module comprises a high-voltage connecting end and a low-voltage connecting end, the high-voltage connecting end is connected with the second conversion distribution input end, and the low-voltage connecting end is connected with the second low-voltage output end. The vehicle power supply system can improve the stability of high-voltage power supply.

Description

Technical Field

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

[0002] With the development of vehicle power supply technology, the safety and reliability of vehicle high-voltage power battery systems have become increasingly prominent. When a vehicle is involved in a collision, the vehicle battery management system malfunctions, or an uncontrollable short circuit occurs inside the battery pack, the vehicle's high-voltage output may be cut off, causing the vehicle to lose its high-voltage output capability. In this situation, the vehicle will be forced to stop driving, which can easily lead to a vehicle safety accident.

[0003] To ensure stable output from the vehicle's high-voltage system, redundancy is typically implemented, such as through dual high-voltage batteries, dual motors, or dual computing chips. However, even with this redundancy, if the main high-voltage power battery experiences a power outage due to a serious fault, the high-voltage link can still be severed, causing all redundant units to fail simultaneously. Therefore, the stability of high-voltage power supply in existing vehicle power systems is relatively poor. Summary of the Invention

[0004] Therefore, it is necessary to provide a vehicle power supply system, a vehicle, and a vehicle power supply control method that can improve the stability of high-voltage power supply.

[0005] In a first aspect, a vehicle power supply system is provided, comprising:

[0006] A high-voltage power supply module, the high-voltage power supply module including a high-voltage output terminal for outputting a first high-voltage voltage;

[0007] A high-voltage conversion and distribution module includes a conversion and distribution input terminal and a conversion and distribution output terminal; the conversion and distribution input terminal includes a first conversion and distribution input terminal and a second conversion and distribution input terminal, the first conversion and distribution input terminal is connected to the high-voltage output terminal and is used to receive the first high-voltage electricity, and the conversion and distribution output terminal is used to supply high-voltage power to the high-voltage load.

[0008] An emergency low-voltage power supply module, the emergency low-voltage power supply module includes a first low-voltage output terminal and a second low-voltage output terminal, the first low-voltage output terminal being used to connect to a low-voltage load;

[0009] The boost module includes a high-voltage connection terminal and a low-voltage connection terminal. The high-voltage connection terminal is connected to the second conversion and distribution input terminal, and the low-voltage connection terminal is connected to the second low-voltage output terminal. The boost module is used to convert the low-voltage electricity provided by the emergency low-voltage power supply module into a second high-voltage electricity when the vehicle meets the emergency power supply conditions, and output the second high-voltage electricity to the second conversion and distribution input terminal of the high-voltage conversion and distribution module to supply power to the high-voltage load of the vehicle.

[0010] In one embodiment, the boost module includes: a switching unit and a DC-DC conversion unit; the DC-DC conversion unit is connected to the second low-voltage output terminal and is used to convert the low-voltage electricity provided by the emergency low-voltage power supply module into the second high-voltage electricity; the first terminal of the switching unit is connected to the DC-DC conversion unit, and the second terminal of the switching unit is connected to the second conversion and distribution input terminal of the high-voltage conversion and distribution module, and is used to connect the DC-DC conversion unit and the second conversion and distribution input terminal when the vehicle meets the emergency power supply conditions, so as to provide the second high-voltage electricity output by the DC-DC conversion unit to the high-voltage conversion and distribution module.

[0011] In one embodiment, there are multiple first low-voltage output terminals, each of which is used to connect to different low-voltage loads, and the power supply priority of the low-voltage loads connected to each of the first low-voltage output terminals is different.

[0012] In one embodiment, the emergency low-voltage power supply module includes: an emergency low-voltage power supply, a normally closed relay, and a normally open relay; the first low-voltage output terminal includes: a first sub-low-voltage output terminal, a second sub-low-voltage output terminal, and a third sub-low-voltage output terminal, wherein the first sub-low-voltage output terminal is used to connect to a low-voltage load with a first power supply priority, the second sub-low-voltage output terminal is used to connect to a low-voltage load with a second power supply priority, and the third sub-low-voltage output terminal is used to connect to a low-voltage load with a third power supply priority, wherein the first power supply priority is higher than the second power supply priority, and the second power supply priority is higher than the third power supply priority; the first sub-low-voltage output terminal is connected to the emergency low-voltage power supply; the second sub-low-voltage output terminal is connected to the emergency low-voltage power supply through the normally closed relay; and the third sub-low-voltage output terminal is connected to the emergency low-voltage power supply through the normally open relay.

[0013] In one embodiment, the emergency power supply condition includes a collision signal strength greater than a preset signal strength threshold, and the emergency low-voltage power supply module is located inside the high-voltage power supply module.

[0014] In a second aspect, a vehicle is provided, including a vehicle power supply system as described in any embodiment of the first aspect and a vehicle controller, wherein the vehicle power supply system is communicatively connected to the vehicle controller via at least two communication channels.

[0015] Thirdly, a vehicle power supply control method is provided, applied to a vehicle controller of the vehicle described in any embodiment of the second aspect, the method comprising:

[0016] Acquire vehicle operating status signals;

[0017] When the operating status signal indicates that the vehicle meets the emergency power supply conditions, a first control signal is sent to the high-voltage power supply module and a second control signal is sent to the boost module. The first control signal is used to disconnect the first high-voltage electricity output by the high-voltage power supply module, and the second control signal is used to control the boost module to convert the low-voltage electricity provided by the emergency low-voltage power supply module into a second high-voltage electricity, and output the second high-voltage electricity to the second conversion and distribution input terminal of the high-voltage conversion and distribution module to supply power to the high-voltage load of the vehicle.

[0018] In one embodiment, the operating status signal includes: a high-voltage system effective status signal, a high-voltage bus voltage, and a collision signal; after acquiring the vehicle's operating status signal, the method further includes:

[0019] If the high-voltage system effective status signal indicates that the high-voltage system of the vehicle is in an ineffective state, and the high-voltage bus voltage is less than a preset safe voltage threshold, the vehicle is determined to meet the emergency power supply conditions; or if the signal strength of the collision signal is greater than a preset signal strength threshold, and the high-voltage bus voltage drops to zero within a preset time, the vehicle is determined to meet the emergency power supply conditions.

[0020] In one embodiment, after sending a first control signal to the high-voltage power supply module in the vehicle power supply system and a second control signal to the bidirectional DC-DC converter module in the vehicle power supply system, the method further includes: displaying a request message for requesting entry into emergency mode; in response to a confirmation operation of the request message, controlling the vehicle to enter emergency mode and calling an emergency map to display emergency driving information; and controlling the vehicle to exit emergency mode if the vehicle meets preset emergency mode exit conditions.

[0021] In one embodiment, the step of displaying emergency driving information on the emergency map includes: obtaining the power status information of the emergency low-voltage power supply module and obtaining the remaining available energy of the emergency low-voltage power supply module; obtaining the drivable distance information of the vehicle based on the remaining available energy, and obtaining the optimal parking location based on the drivable distance information; and displaying the drivable distance information and the optimal parking location on the emergency map.

[0022] In one embodiment, after obtaining the remaining available energy of the emergency low-voltage power supply module, the method further includes: displaying a prompt message to exit the emergency mode when the remaining available energy is lower than a preset first energy threshold; and controlling the reduction of the vehicle's output power when the remaining available energy is lower than a preset second energy threshold; wherein the preset second energy threshold is lower than the preset first energy threshold.

[0023] In one embodiment, there are multiple first low-voltage output terminals, each of which is used to connect to different low-voltage loads, and the power supply priority of the low-voltage loads connected to each of the low-voltage output terminals is different; when the operating status signal indicates that the vehicle meets the emergency power supply conditions, the method further includes: sending a third control signal to the emergency low-voltage power supply module; the third control signal is used to control the emergency low-voltage power supply module to supply power to each of the low-voltage loads according to the power supply priority of each of the low-voltage loads.

[0024] The aforementioned vehicle power supply system, vehicle, and vehicle power supply control method may include: a high-voltage power supply module, a high-voltage conversion and distribution module, an emergency low-voltage power supply module, and a boost module. The high-voltage power supply module can output a first high-voltage voltage to the high-voltage conversion and distribution module via its high-voltage output terminal, which then supplies power to the high-voltage load. Simultaneously, the emergency low-voltage power supply module can output a low voltage via its first low-voltage output terminal to supply power to the low-voltage load. Furthermore, when the vehicle meets emergency power supply conditions, the boost module can convert the low voltage output by the emergency low-voltage power supply module into a second high voltage and output it to the high-voltage conversion and distribution module to supply power to the high-voltage load. This method allows for redundant power supply to the high-voltage system through the emergency low-voltage power supply module and the boost module, thus improving the stability of the high-voltage power supply. Attached Figure Description

[0025] To more clearly illustrate the technical solutions in the embodiments of this application or the conventional technology, the drawings used in the description of the embodiments or the conventional technology will be briefly introduced below. Obviously, the drawings described below are some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0026] Figure 1 A schematic diagram of an optional vehicle power supply system provided in one embodiment;

[0027] Figure 2 for Figure 1 A schematic diagram of an optional module structure for a boost converter;

[0028] Figure 3 for Figure 1 A schematic diagram of an optional module structure for a medium-emergency low-voltage power supply module;

[0029] Figure 4 A schematic diagram of an optional vehicle power supply system provided for another embodiment;

[0030] Figure 5 A schematic diagram of an optional vehicle power supply system architecture provided for one embodiment;

[0031] Figure 6 A schematic diagram of an optional vehicle power supply system architecture provided for another embodiment;

[0032] Figure 7 A schematic diagram of an optional vehicle power supply system architecture is provided for yet another embodiment;

[0033] Figure 8 A schematic diagram of the structure of a vehicle is provided as an embodiment;

[0034] Figure 9 A schematic flowchart of an optional vehicle power supply control method provided in one embodiment;

[0035] Figure 10 A schematic diagram of an optional vehicle emergency mode control process is provided for one embodiment;

[0036] Figure 11 This is a schematic diagram of an optional communication architecture for a vehicle controller provided in one embodiment. Detailed Implementation

[0037] To facilitate understanding of this application, a more complete description will be provided below with reference to the accompanying drawings, which illustrate embodiments of the present application. However, the present application can be implemented in many different forms and is not limited to the embodiments described herein. Rather, these embodiments are provided so that the disclosure of this application will be thorough and complete.

[0038] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs. The terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the application.

[0039] The terms "first," "second," etc., used herein may be used to describe various elements, but these elements are not limited by these terms. These terms are only used to distinguish one element from another. For example, without departing from the scope of this application, a first resistor may be referred to as a second resistor, and similarly, a second resistor may be referred to as a first resistor. Both the first resistor and the second resistor are resistors, but they are not the same resistor.

[0040] It is understood that the term "connection" in the following embodiments should be understood as "electrical connection," "communication connection," etc., if the connected circuits, modules, units, etc., have electrical signal or data transmission with each other.

[0041] It is understandable that "at least one" refers to one or more, and "multiple" refers to two or more. "At least a part of an element" refers to part or all of an element.

[0042] When used herein, the singular forms of “a,” “an,” and “the” may also include the plural forms unless the context clearly indicates otherwise. It should also be understood that the terms “comprising / including” or “having,” etc., specify the presence of the stated features, wholes, steps, operations, components, parts, or combinations thereof, but do not preclude the possibility of the presence or addition of one or more other features, wholes, steps, operations, components, parts, or combinations thereof. Meanwhile, the term “and / or” as used in this specification includes any and all combinations of the associated listed items.

[0043] In one embodiment, such as Figure 1 As shown, a vehicle power supply system is provided, which may include a high-voltage power supply module 101, a high-voltage conversion and distribution module 102, an emergency low-voltage power supply module 103, and a boost module 104.

[0044] Among them, the high-voltage power supply module 101 can be a high-voltage power battery pack, which includes a high-voltage output terminal for outputting a first high-voltage electricity.

[0045] The high-voltage conversion and distribution module 102 can be a high-voltage power supply multi-function CDU. This module 102 may include a PDU and an ODU / DCDC module. It can be electrically connected to the high-voltage power supply module 101, the high-voltage load, and the boost module 104. The module 102 includes input and output terminals, namely a conversion and distribution input terminal and a conversion and distribution output terminal. The conversion and distribution input terminal includes a first conversion and distribution input terminal and a second conversion and distribution input terminal, respectively connected to the high-voltage power supply module 101 and the boost module 104. The first conversion and distribution input terminal is connected to the high-voltage output terminal of the high-voltage power supply module 101 to receive the first high-voltage electricity output from the high-voltage power supply module. The second conversion and distribution input terminal is connected to the high-voltage connection terminal of the boost module 104 to receive the second high-voltage electricity output from the boost module 104. The conversion and distribution output terminal can be connected to the high-voltage load for providing high-voltage power to the load.

[0046] The emergency low-voltage power supply module 103 can be a low-voltage redundant module for providing emergency power supply function. This module can include two low-voltage output terminals, namely a first low-voltage output terminal and a second low-voltage output terminal. The first low-voltage output terminal can be connected to a low-voltage load for providing emergency power to the low-voltage load, while the second low-voltage output terminal can be connected to the low-voltage connection terminal of the boost module 104 for providing low-voltage input to the boost module 104.

[0047] The boost module 104, which can be a boost box, can be used to connect the high-voltage conversion and distribution module 102 and the emergency low-voltage power supply module 103. The high-voltage side of the boost module 104, i.e., the high-voltage connection terminal, can be connected to the second conversion and distribution input terminal of the high-voltage conversion and distribution module 102, while the low-voltage side of the boost module 104, i.e., the low-voltage connection terminal, can be connected to the second low-voltage output terminal of the high-voltage conversion emergency low-voltage power supply module 103. This converts the low-voltage electricity output by the emergency low-voltage power supply module 103 through the second low-voltage output terminal into a second high-voltage electricity input to the high-voltage conversion and distribution module 102, thereby providing power to the high-voltage load of the vehicle.

[0048] Specifically, when the vehicle is under normal power supply, the high-voltage power supply module 101 can output first high-voltage electricity to the high-voltage conversion and distribution module 102 through its high-voltage output terminal, which then supplies power to the vehicle's high-voltage loads. When the vehicle meets emergency power supply requirements, the emergency low-voltage power supply module 103 can supply emergency power to low-voltage loads through its first low-voltage output terminal, and can also transmit low-voltage electricity to the boost module 104 through its second low-voltage output terminal. The boost module 104 converts the low-voltage electricity into second high-voltage electricity and outputs it to the high-voltage conversion and distribution module 102, which then supplies power to the vehicle's high-voltage loads. In this way, when the vehicle meets emergency power supply requirements, the emergency low-voltage power supply module 103 can simultaneously supply power to both the vehicle's low-voltage and high-voltage loads.

[0049] The aforementioned vehicle power supply system may include: a high-voltage power supply module 101, a high-voltage conversion and distribution module 102, an emergency low-voltage power supply module 103, and a boost module 104. The high-voltage power supply module 101 can output a first high-voltage voltage to the high-voltage conversion and distribution module 102 through its high-voltage output terminal, and then the high-voltage conversion and distribution module 102 supplies power to the high-voltage load. At the same time, the emergency low-voltage power supply module 103 can output a low voltage through its first low-voltage output terminal to supply power to the low-voltage load. Furthermore, when the vehicle meets the emergency power supply conditions, the boost module 104 can convert the low voltage output by the emergency low-voltage power supply module 103 into a second high voltage and output it to the high-voltage conversion and distribution module 102 to supply power to the high-voltage load. In this way, redundant power supply of the high-voltage system can be achieved through the emergency low-voltage power supply module 103 and the boost module 104, thus improving the stability of the high-voltage power supply.

[0050] In one embodiment, such as Figure 2 As shown, the boost module 104 may include a switching unit 201 and a DC-DC conversion unit 202.

[0051] The DC-DC conversion unit 202 can be a conversion unit for converting low voltage to high voltage. The DC-DC conversion unit 202 can be connected to the second low voltage output terminal of the emergency low voltage power supply module 103, and can convert the low voltage electricity output by the emergency low voltage power supply module 103 through the second low voltage output terminal into the second high voltage electricity.

[0052] The switching unit 201 can be a switch used to control whether the path between the DC-DC conversion unit 201 and the high-voltage conversion and distribution module 102 is opened. The switching unit 201 can be composed of a main contactor, a pre-charge contactor, and a pre-charge resistor. The first end of the switching unit 201 can be connected to the DC-DC conversion unit, and the second end can be connected to the second conversion and distribution input terminal of the high-voltage conversion and distribution module 102.

[0053] Specifically, when the vehicle meets the emergency power supply conditions, the switch unit 201 can connect the DC-DC conversion unit 202 and the second conversion distribution input terminal, so that the second high voltage output by the DC-DC conversion unit 202 can be transmitted to the high voltage conversion distribution module 102.

[0054] In this embodiment, the boost module 104 may be composed of a switching unit 201 and a DC-DC conversion unit 202. The DC-DC conversion unit 202 is used to realize voltage boosting, while the switching unit 201 is used to control the on / off state of the boost circuit. This method can improve the intelligence level of emergency high-voltage redundancy control.

[0055] In one embodiment, there are multiple first low-voltage output terminals, each of which is used to connect to different low-voltage loads, and the power supply priority of the low-voltage loads connected to each low-voltage output terminal is different.

[0056] In this embodiment, different low-voltage loads have different power supply priorities. These power supply priorities can be used to characterize the importance of the corresponding low-voltage load in the intelligent driving scenario. For example, the autonomous driving actuator used for intelligent driving can have the highest power supply priority, while the lighting and entertainment systems can have lower power supply priorities, and so on.

[0057] Specifically, in this embodiment, the emergency low-voltage power supply module can have multiple first low-voltage output terminals for connecting low-voltage loads, which can be connected to low-voltage loads with different power supply priorities. For example, the power supply priorities include priority 1, priority 2 and priority 3. Then the first low-voltage output terminal can include output terminal 1, output terminal 2 and output terminal 3, which are respectively connected to the load of priority 1, the load of priority 2 and the load of priority 3.

[0058] In this embodiment, multiple first low-voltage output terminals can be set to connect to low-voltage loads with different power supply priorities, thereby supplying power to different low-voltage loads according to different power supply priorities. This method can improve the control accuracy of vehicle power supply control in emergency situations.

[0059] Furthermore, such as Figure 3As shown, the emergency low-voltage power supply module 103 includes: an emergency low-voltage power supply 301, a normally closed relay 302, and a normally open relay 303; the first low-voltage output terminal includes: a first sub-low-voltage output terminal, a second sub-low-voltage output terminal, and a third sub-low-voltage output terminal. The first sub-low-voltage output terminal is used to connect to a low-voltage load with a first power supply priority, the second sub-low-voltage output terminal is used to connect to a low-voltage load with a second power supply priority, and the third sub-low-voltage output terminal is used to connect to a low-voltage load with a third power supply priority. The first power supply priority is higher than the second power supply priority, and the second power supply priority is higher than the third power supply priority. The first sub-low-voltage output terminal is connected to the emergency low-voltage power supply 301; the second sub-low-voltage output terminal is connected to the emergency low-voltage power supply 301 through the normally closed relay 302; and the third sub-low-voltage output terminal is connected to the emergency low-voltage power supply 301 through the normally open relay 303.

[0060] In this embodiment, the emergency low-voltage power supply module 103 can be composed of three parts: an emergency low-voltage power supply 301 for providing low-voltage power, a normally closed relay 302 and a normally open relay 303 for controlling the output of the emergency low-voltage power supply 301. Furthermore, the power supply priority of the low-voltage load in this embodiment can also include three types: a first power supply priority, a second power supply priority, and a third power supply priority. The first power supply priority represents the highest power supply priority, the second power supply priority represents the second highest power supply priority, and the third power supply priority represents the lowest power supply priority. The first low-voltage output terminal can include a first sub-low-voltage output terminal, a second sub-low-voltage output terminal, and a third sub-low-voltage output terminal, respectively used to connect low-voltage loads with different power supply priorities.

[0061] Specifically, for the low-voltage load with the highest power supply priority, i.e., the load connected to the first sub-low-voltage output terminal, it can be directly connected to the emergency low-voltage power supply 301, meaning the low-voltage load with the highest power supply priority can be normally connected to the emergency low-voltage power supply 301. For the low-voltage load with the second highest power supply priority, i.e., the load connected to the second sub-low-voltage output terminal, it is connected to the emergency low-voltage power supply 301 through a normally closed relay 302, and the power supply connection of the low-voltage load with the second highest power supply priority can be controlled through the normally closed relay 302. For the low-voltage load with the lowest power supply priority, i.e., the load connected to the third sub-low-voltage output terminal, it is connected to the emergency low-voltage power supply 301 through a normally open relay 303, thereby controlling the power supply connection of the low-voltage load with the lowest power supply priority through the normally open relay 303.

[0062] In this embodiment, the emergency low-voltage power supply module 103 may include an emergency low-voltage power supply 301, a normally closed relay 302, and a normally open relay 303. The low-voltage load with the highest power supply priority can be normally connected to the emergency low-voltage power supply 301, the low-voltage load with the second highest power supply priority can be connected to the power supply through the normally closed relay 302, and the low-voltage load with the lowest power supply priority can be connected to the power supply through the normally open relay 303. This method can improve the intelligence of power supply control for loads with different power supply priorities.

[0063] In one embodiment, the vehicle power supply system further includes a low-voltage battery; the low-voltage battery may include a charging input terminal and a discharging output terminal, the charging input terminal being connected to the high-voltage conversion and distribution module 102, and the discharging output terminal being used to connect to a low-voltage load.

[0064] In this embodiment, in addition to the high-voltage power supply module 101, the high-voltage conversion and distribution module 102, the emergency low-voltage power supply module 103, and the boost module 104, the vehicle power supply system may also include a low-voltage battery. This low-voltage battery, which can be a 12V low-voltage battery, can be used to supply power to low-voltage loads during normal vehicle operation. The low-voltage battery may include a charging input terminal and a discharging output terminal. The charging input terminal is connected to the high-voltage conversion and distribution module 102, which provides the charging input. The discharging output terminal can be connected to a low-voltage load to supply power to it.

[0065] In this embodiment, the vehicle power supply system may also include a low-voltage battery. The low-voltage battery can be connected to the high-voltage conversion and distribution module 102 and the low-voltage load respectively. The high-voltage conversion and distribution module 102 provides charging input and can supply power to the low-voltage load through the discharge output terminal. In this way, the low-voltage battery can complete the low-voltage power supply control.

[0066] In one embodiment, a vehicle power supply system is also provided, such as Figure 4 As shown, the vehicle power supply system may include: a high-voltage power supply module 101, a high-voltage conversion and distribution module 102, an emergency low-voltage power supply module 103, a boost module 104, and a low-voltage battery 401. The high-voltage power supply module 101 can be connected to the high-voltage conversion and distribution module 102 to output a first high-voltage current under normal vehicle operation. The high-voltage conversion and distribution module 102 then distributes the first high-voltage current to connected high-voltage loads for power supply. The high-voltage conversion and distribution module 102 can also be connected to the low-voltage battery 401 to charge the low-voltage battery 401 using the aforementioned high-voltage current, and the low-voltage battery 401 then supplies power to connected low-voltage loads. The emergency low-voltage power supply module 103 and the boost module 104 are used to provide emergency power to high-voltage loads when the vehicle meets emergency power supply conditions.

[0067] The boost module 104 may include a switching unit 201 and a DC-DC conversion unit 202. The DC-DC conversion unit 202 may be connected to the emergency low-voltage power supply module 103 and can convert the low-voltage electricity provided by the emergency low-voltage power supply module 103 into a second high-voltage electricity. The switching unit 201 is used to open the path between the DC-DC conversion unit 202 and the emergency low-voltage power supply module 103 when the vehicle meets the emergency power supply conditions, so as to provide the second high-voltage electricity to the high-voltage conversion and distribution module 102 for emergency power supply to the high-voltage load.

[0068] Meanwhile, the emergency low-voltage power supply module 103 may include an emergency low-voltage power supply 301, a normally closed relay 302, and a normally open relay 303, which can control the power supply connection of low-voltage loads with different power supply priorities. The low-voltage load with the highest power supply priority can be directly connected to the emergency low-voltage power supply 301, that is, connected to the emergency low-voltage power supply 301 through a normally closed relay. The low-voltage load with the second highest power supply priority can be connected to the emergency low-voltage power supply 301 through the normally closed relay 302, that is, the power supply connection of the low-voltage load with the second highest power supply priority is controlled by the normally closed relay 302. The low-voltage load with the lowest power supply priority is connected to the emergency low-voltage power supply 301 through the normally open relay 303, that is, the power supply connection of the low-voltage load with the lowest power supply priority is controlled by the normally open relay 303.

[0069] In this embodiment, the vehicle power supply system can achieve redundant power supply to the high-voltage system through the emergency low-voltage power supply module 103 and the boost module 104. The DC-DC conversion unit 202 of the boost module 104 is used to boost the voltage, while the switching unit 201 is used to control the on / off state of the boost circuit. This method improves the intelligence of emergency high-voltage redundancy control. The emergency low-voltage power supply module 103 may include an emergency low-voltage power supply 301, a normally closed relay 302, and a normally open relay 303. The low-voltage load with the highest power supply priority can be normally connected to the emergency low-voltage power supply 301. The low-voltage load with the next highest power supply priority can be connected via the normally closed relay 302, and the low-voltage load with the lowest power supply priority can be connected via the normally open relay 303. This method improves the intelligence of power supply control for loads with different power supply priorities. The low-voltage battery 401 can be connected to the high-voltage conversion and distribution module 102 and the low-voltage load respectively. The high-voltage conversion and distribution module 102 provides charging input and can supply power to the low-voltage load through the discharge output terminal. In this way, the low-voltage battery can complete the low-voltage power supply control.

[0070] In one embodiment, the emergency power supply condition includes a collision signal strength greater than a preset signal strength threshold, and the emergency low-voltage power supply module 103 is located inside the high-voltage power supply module 101.

[0071] In this embodiment, the emergency power supply condition that triggers the emergency low-voltage power supply module 103 to supply high-voltage power can be that the signal strength of the collision signal is greater than a preset signal strength threshold. This collision signal refers to the signal triggered by the collision sensor. If the vehicle suffers a violent collision, the collision sensor can trigger a preset high-intensity collision signal. Meanwhile, the power supply architecture of the vehicle's power supply system can be as follows: Figure 5 As shown, the emergency low-voltage power supply module 103 is located within the internal area of ​​the high-voltage power supply module 101. This architecture allows for function switching through high-voltage circuit design and power management system (BMS) control, compared to... Figure 6 The power supply architecture shown is such that the emergency low-voltage power supply module 103 and the high-voltage power supply module 101 are completely isolated. Vehicle compatibility can be achieved simply by adjusting the internal structure of the high-voltage power supply module, and the boost module 104 can be adjusted for compatibility based on the current boost box. Therefore, it saves space and reduces the difficulty of arranging the emergency low-voltage power supply module 103. Meanwhile, to maximize the protection of the high-voltage system's integrity and prevent secondary hazards such as leakage, short circuits, or fires in the event of a collision, the high-voltage power supply module 101 in this embodiment is typically located in an area less affected by the collision. Therefore, by also placing the emergency low-voltage power supply module 103 inside the high-voltage power supply module 101, it can be ensured that the emergency low-voltage power supply module 103 can also be located in an area less affected by the collision, thus ensuring stable operation of the emergency power supply even when receiving a high-intensity collision signal.

[0072] In this embodiment, the emergency low-voltage power supply module 103 can be set in the internal area of ​​the high-voltage power supply module 101, thereby saving layout space and reducing the difficulty of arranging the emergency low-voltage power supply module 103. At the same time, it can also be set in an area where the impact of the collision is less severe, so as to ensure the stable operation of the emergency power supply when a high-intensity collision signal is received.

[0073] In one embodiment, the emergency low-voltage power supply module 103 includes an emergency low-voltage power supply 301, which is composed of at least two low-voltage power supplies with different power output types connected in series.

[0074] In this embodiment, the power supply architecture of the vehicle power supply system can be as follows: Figure 7 As shown, the emergency low-voltage power supply 301 in the emergency low-voltage power supply module 103, which provides low-voltage output, can be composed of at least two low-voltage power supplies of different power output types connected in series. For example, the emergency low-voltage power supply 301 can be composed of 12V+12V+24V low-voltage power supplies connected in series, or it can be composed of 12V+36V low-voltage power supplies connected in series. Compared to... Figure 6As shown in the power supply architecture, the emergency low-voltage power supply module 103 in this embodiment can simultaneously meet the needs of 12V, 24V, 36V, and 48V low-voltage electrical systems, thus further increasing the diversity of application scenarios for the emergency low-voltage power supply module 103.

[0075] In this embodiment, the emergency low-voltage power supply 301 included in the emergency low-voltage power supply module 103 is composed of at least two low-voltage power supplies with different power output types connected in series. This method can further increase the diversity of application scenarios of the emergency low-voltage power supply module 103.

[0076] In one embodiment, such as Figure 8 As shown, a vehicle is also provided, which includes a vehicle power supply system 801 as described in any of the above embodiments, and a vehicle controller 802, wherein the vehicle power supply system 801 is communicatively connected to the vehicle controller 802 through at least two communication channels.

[0077] The vehicle controller 802 can be a controller for controlling the power supply of the vehicle power supply system 801. When the vehicle detects that it meets the emergency power supply conditions, the controller 802 controls the boost module 104 in the vehicle to convert the low-voltage electricity provided by the emergency low-voltage power supply module 103 into a second high-voltage electricity, which is then output to the high-voltage conversion and distribution module 102 to power the high-voltage load. Furthermore, the vehicle controller 802 has at least two communication channels with the vehicle power supply system 801, for example, through a separate secure CAN bus and a backup Ethernet-based communication channel.

[0078] The vehicle provided in this embodiment may include a vehicle power supply system 801 and a vehicle controller 802 connected via at least two communication channels. The vehicle controller 802 can control the boost module 104 to convert the low voltage output by the emergency low voltage power supply module 103 into a second high voltage when the vehicle meets the emergency power supply conditions, and output it to the high voltage conversion and distribution module 102 for high voltage load power supply. In this way, the high voltage system can be redundantly powered through the emergency low voltage power supply module 103 and the boost module 104, thus improving the stability of the high voltage power supply.

[0079] In one embodiment, such as Figure 9 As shown, a vehicle power supply control method is also provided, which can be applied to... Figure 8 The vehicle controller 802 in the middle, the method includes:

[0080] Step S901: Obtain the vehicle's operating status signal.

[0081] Among them, the vehicle's operating status signal can refer to the signal that characterizes the vehicle's operating status during the vehicle's operation. For example, it may include the vehicle's bus voltage signal and the signals collected by sensors, such as the collision signal collected by the collision sensor. Specifically, during the vehicle's operation, the vehicle controller 802 can collect the vehicle's operating status signal in real time.

[0082] In step S902, when the operating status signal indicates that the vehicle meets the emergency power supply conditions, a first control signal is sent to the high-voltage power supply module 101 and a second control signal is sent to the boost module 104. The first control signal is used to disconnect the first high-voltage electricity output by the high-voltage power supply module 101, and the second control signal is used to control the boost module 104 to convert the low-voltage electricity provided by the emergency low-voltage power supply module 103 into the second high-voltage electricity, and output the second high-voltage electricity to the second conversion and distribution input terminal of the high-voltage conversion and distribution module 102 to supply power to the high-voltage load of the vehicle.

[0083] The first control signal refers to the signal sent by the vehicle controller 802 to control the disconnection of the first high-voltage output, while the second control signal is the signal sent by the vehicle controller 802 to control the second high-voltage input.

[0084] Specifically, after receiving the vehicle's operating status signal, the vehicle controller 802 can first determine whether the vehicle meets the emergency power supply conditions based on the operating status signal. If it does, the vehicle controller 802 can send a first control signal and a second control signal to the high-voltage power supply module 101 and the boost module 104, respectively. Upon receiving the first control signal, the high-voltage power supply module 101 can disconnect the switching unit within it. This switching unit can consist of a main contactor, a pre-charge contactor, and a pre-charge resistor. By disconnecting the switching unit in the high-voltage power supply module 101, the first high-voltage output can be disconnected. Simultaneously, upon receiving the second control signal, the boost module 104 can close the switching unit 201 within it, thereby connecting the DC-DC conversion unit 202 in the boost module 104 to the second conversion and distribution input terminal of the high-voltage conversion and distribution module 102, thus supplying power to the vehicle's high-voltage load through the second high-voltage electricity.

[0085] In this embodiment, the vehicle's operating status signal is acquired by the vehicle controller 802. When the operating status signal indicates that the vehicle meets the emergency power supply conditions, a first control signal is sent to the high-voltage power supply module 101, and a second control signal is sent to the boost module 104. The first control signal is used to disconnect the first high-voltage electricity output from the high-voltage power supply module, and the second control signal is used to control the boost module to convert the low-voltage electricity provided by the emergency low-voltage power supply module 103 into a second high-voltage electricity, and output the second high-voltage electricity to the second conversion and distribution input terminal of the high-voltage conversion and distribution module 102 to supply power to the vehicle's high-voltage load. In this way, the vehicle controller 802 can disconnect the first high-voltage electricity output from the high-voltage power supply module 101 when it detects that the vehicle meets the emergency power supply conditions, and can convert the low voltage output from the emergency low-voltage power supply module 103 into a second high voltage, and output it to the high-voltage conversion and distribution module 102 to supply power to the high-voltage load. In this way, redundant power supply of the high-voltage system can be completed through the emergency low-voltage power supply module 103 and the boost module 104, thus improving the stability of the high-voltage power supply.

[0086] In one embodiment, the operating status signal includes: a high-voltage system effective status signal, a high-voltage bus voltage, and a collision signal; after step S901, it may further include: determining that the vehicle meets the emergency power supply conditions when the high-voltage system effective status signal indicates that the vehicle's high-voltage system is in an invalid state and the high-voltage bus voltage is less than a preset safe voltage threshold; or determining that the vehicle meets the emergency power supply conditions when the signal strength of the collision signal is greater than a preset signal strength threshold and the high-voltage bus voltage drops to zero within a preset time.

[0087] In this embodiment, the operating status signal may include: high-voltage system effective status signal, high-voltage bus voltage, and collision signal. The high-voltage system effective status signal can be used to characterize whether the high-voltage system is operating normally. The high-voltage bus voltage refers to the high-voltage bus voltage value, and the collision signal is the signal triggered by the collision sensor.

[0088] Specifically, if the vehicle's operating status signal meets any two of the following conditions, it indicates that the vehicle meets the emergency power supply conditions. Condition 1 is that the high-voltage system's valid status signal indicates that the vehicle's high-voltage system is in an invalid state, and the high-voltage bus voltage is less than a preset safety voltage threshold. For example, if the high-voltage system's valid status signal indicates a serious fault or communication loss in the high-voltage system, and the high-voltage bus voltage is below the preset safety voltage threshold of 460V, then the vehicle meets the emergency power supply conditions. Condition 2 is that the collision signal strength is greater than a preset signal strength threshold, and the high-voltage bus voltage drops to zero within a preset time. For example, if a preset high-intensity collision signal is received from a collision sensor, and the high-voltage bus voltage drops to zero within a preset time, then the vehicle also meets the emergency power supply conditions.

[0089] In this embodiment, various types of operating status signals, such as high-voltage system effective status signals, high-voltage bus voltage, and collision signals, can be used to identify whether the vehicle meets the emergency power supply conditions. This method can further improve the control accuracy of vehicle emergency power supply control.

[0090] In one embodiment, such as Figure 10 As shown, after step S902, the following may also be included:

[0091] Step S1001: Display the request information for requesting entry into emergency mode.

[0092] The request information can be triggered by the vehicle controller 802 to request the activation of the emergency mode. This information can be displayed visually or by voice. Specifically, after completing the high-voltage power supply redundancy control, the vehicle controller 802 can also issue visual and auditory warnings through the human-machine interface, indicating "emergency power is available" and requesting confirmation.

[0093] In step S1002, in response to the confirmation operation for the requested information, the vehicle is controlled to enter emergency mode, and the emergency map is invoked to display emergency driving information.

[0094] The emergency map can be used to display the vehicle's driving information in emergency mode. Specifically, after receiving confirmation from the user regarding the requested information, the vehicle controller 802 can also control the vehicle to enter emergency mode and call the corresponding emergency map, thereby using the emergency map to display the vehicle's driving information in emergency mode.

[0095] Step S1003: If the vehicle meets the preset emergency mode exit conditions, control the vehicle to exit the emergency mode.

[0096] Subsequently, if the vehicle meets the pre-set conditions for exiting the emergency mode, such as when the vehicle is safely parked, the driver actively turns off the emergency mode, or the low-voltage battery is depleted, the vehicle controller 802 can control the vehicle to exit the emergency mode.

[0097] In this embodiment, a request to enter emergency mode can be displayed. After the request is confirmed, the vehicle can be controlled to enter emergency mode. Emergency driving information can be displayed on the emergency map. Furthermore, the vehicle can be controlled to exit emergency mode when the exit conditions are met. This method can improve the control accuracy of vehicle emergency control.

[0098] In addition, step S1002 may further include: obtaining the power status information of the emergency low-voltage power supply module 103 and obtaining the remaining available energy of the emergency low-voltage power supply module; obtaining the vehicle's drivable range information based on the remaining available energy and obtaining the optimal parking position based on the drivable range information; and displaying the drivable range information and the optimal parking position on the emergency map.

[0099] The power status information can refer to the voltage and current information of the emergency low-voltage power supply module 103. The remaining usable energy refers to the remaining usable energy of the emergency low-voltage power supply module 103. Specifically, in emergency mode, the vehicle controller 802 can also collect the real-time voltage and current information of the emergency low-voltage power supply module 103, and then combine it with a preset curve that characterizes the relationship between the battery state of charge (SOC) and open circuit voltage (OCV) to calculate the remaining usable energy of the emergency low-voltage power supply module 103.

[0100] After obtaining the remaining available energy, the vehicle controller 802 can calculate the remaining driving range information based on the current average power consumption and the remaining energy. This driving range information can refer to the remaining driving distance or time. After obtaining the driving range information, the vehicle controller 802 can also combine the vehicle navigation information to find the optimal parking location, and then display the driving range information and the optimal parking location as emergency driving information through the emergency map.

[0101] In this embodiment, the power status information of the emergency low-voltage power supply module 103 can also be collected to calculate the remaining available energy. Based on the remaining available energy, the driving range information and the optimal parking position can be obtained and displayed. This method can improve the diversity of emergency driving information display after the vehicle enters emergency mode.

[0102] In addition, after obtaining the remaining available energy of the emergency low-voltage power supply module 103, the system may further include: displaying a prompt message to indicate exiting the emergency mode when the remaining available energy is lower than a preset first energy threshold; controlling the reduction of the vehicle's output power when the remaining available energy is lower than a preset second energy threshold; wherein the preset second energy threshold is lower than the preset first energy threshold.

[0103] After calculating the remaining available energy, if the remaining available energy is lower than a preset first energy threshold (i.e., the estimated remaining energy is lower than the first threshold), the vehicle controller 802 can display a prompt message to indicate that the emergency mode is about to be exited, such as issuing a warning message "Emergency mode is about to be exited." If the remaining available energy is lower than a preset second energy threshold, the vehicle controller 802 can reduce the output power by controlling and reducing the vehicle's output power, such as further limiting the maximum speed and acceleration, to prioritize ensuring the lowest energy consumption of the steering and braking assist systems, ensuring that the vehicle can complete the final operation of finding the nearest repair shop or pulling over.

[0104] In this embodiment, the control strategy for the vehicle can also be adjusted according to the remaining available energy, which can improve the safety of the vehicle's emergency mode operation.

[0105] In one embodiment, there are multiple first low-voltage output terminals, each of which is used to connect to different low-voltage loads, and the power supply priority of the low-voltage loads connected to each low-voltage output terminal is different; when the operating status signal indicates that the vehicle meets the emergency power supply conditions, the method further includes: sending a third control signal to the emergency low-voltage power supply module 103; the third control signal is used to control the emergency low-voltage power supply module 103 to supply power to each low-voltage load according to the power supply priority of each low-voltage load.

[0106] In this embodiment, the emergency low-voltage power supply module can have multiple first low-voltage output terminals for connecting low-voltage loads, which can be connected to low-voltage loads with different power supply priorities. If the vehicle meets the emergency power supply conditions, in addition to sending a first control signal to the high-voltage power supply module and a second control signal to the boost module 104, the vehicle controller 802 will also send a third control signal to the emergency low-voltage power supply module 103. This third control signal can be used to control the emergency low-voltage power supply module 103 to supply power to each low-voltage load according to its power supply priority. For example, power can be supplied to different low-voltage loads in the order of highest priority load - second highest priority load - lowest priority load. Furthermore, when the SOC of the emergency low-voltage power supply module 103 decreases, power can also be cut off starting from the lowest priority load according to the priority order to ensure the stable operation of autonomous driving.

[0107] In this embodiment, a third control signal can also be sent to the emergency low-voltage power supply module 103 to control the low-voltage power supply of loads with different power supply priorities. This method can further improve the control accuracy of the emergency low-voltage power supply.

[0108] In one embodiment, a vehicle-wide emergency redundant power supply system and cooperative control method for high-level intelligent driving are also provided. The system architecture can be as follows: Figure 4 As shown, it includes:

[0109] High-voltage power battery pack (high-voltage power supply module): the main driving energy source for the vehicle. This includes the main contactor KM1+ / KM1-, the pre-charge contactor k1, and the pre-charge resistor R1. The BMS is used to control the opening and closing of KM1+ / KM1- and K1.

[0110] High-voltage critical loads (high-voltage loads): include at least the motor controller (front, rear, left, and right), electric steering, and electric brake pump.

[0111] Intelligent bidirectional DC-DC converter module (boost module): Its high-voltage side is connected to a high-voltage power supply multi-in-one CDU (high-voltage conversion and distribution module), and its low-voltage side is connected to an emergency low-voltage battery (emergency low-voltage power supply module). This module integrates a power conversion unit and a controller. These include the main contactor KM2+ / KM2-, the pre-charge contactor k2, and the pre-charge resistor R2 (switching unit). The intelligent bidirectional isolated DC controller is used to control the opening and closing of KM2+, KM2 / -, and K2.

[0112] Emergency low-voltage battery (emergency low-voltage power supply module): As a redundant emergency energy source, its rated voltage is one of 12V, 24V, 36V, or 48V. If it is not 12V, it needs to be converted back to 12V output to match the original vehicle's 12V bus. Its capacity (Ah) is selected and configured according to the redundant driving requirements of the target vehicle model. The low-voltage output side of the emergency low-voltage battery is not a single output. It integrates or connects to an external intelligent power distribution management unit, which outputs at least three low-voltage buses with different priorities and power quality requirements, and is connected in parallel with the original vehicle's 12V low-voltage bus.

[0113] The highest priority power supply (first sub-low voltage output terminal) is constant power. It is electrically isolated from the original vehicle's high voltage through intelligent bidirectional DC and connected in parallel with the original vehicle's low voltage power supply to provide a stable and reliable control power supply. It has the highest power supply priority and supplies power to controllers such as ADS intelligent driving system, ensuring the highest level of safety redundancy operation.

[0114] The secondary high-voltage power supply (second low-voltage output terminal) is controlled by a normally closed relay K3 controlled by a low-voltage power supply multi-function controller, and is electrically isolated from the original vehicle high voltage via intelligent bidirectional DC. It supplies power to actuators such as steering and braking.

[0115] The low-priority power supply (third sub-low-voltage output terminal) is controlled by the normally open relay K4 controlled by the low-voltage power supply multi-function controller. It is electrically isolated from the original vehicle's high voltage and physically isolated from the original vehicle's low-voltage power supply through intelligent bidirectional DC. It will only be controlled and taken over by the low-voltage power supply multi-function controller in emergency situations (such as power failure or malfunction of the original vehicle's low-voltage power supply) to supply power to the lights, instruments, entertainment system, etc. In emergency mode, some non-essential electrical appliances can be restricted or cut off to reduce power consumption and extend the running time in emergency situations.

[0116] Intelligent driving human-machine interaction system: used to prompt the driver about the emergency mode status, remaining feasible mileage / time, and can receive the driver's confirmation to enter emergency mode.

[0117] Intelligent driving perception sensor system: includes at least a forward-facing multi-function camera and short-range lateral radar. These sensors are defined as the "minimum set of safety perception".

[0118] Intelligent driving control system: includes at least one redundant computing unit isolated in a safety island (or an independently powered core in the main computing unit), dedicated to performing degraded perception fusion and path planning in emergency mode.

[0119] Intelligent driving execution system: includes drive motor controller, steering actuator, and brake actuator.

[0120] Vehicle controller: As the system brain, it communicates with BMS, bidirectional DC-DC converter local controller, motor controller, vehicle data network (CAN / FD), and receives signals from collision sensors, gear position, accelerator pedal, and other key components of ADS and establishes new power supply relationships.

[0121] The innovative connectivity of this architecture lies in the fact that the intelligent bidirectional isolated DC converter module forms the sole energy hub connecting the high-voltage bus (connecting the power battery and high-voltage load) and the low-voltage bus (connecting the low-voltage battery and low-voltage load) in terms of hardware connection. In terms of software and control logic, its operating mode is uniformly arbitrated and commands are issued by the vehicle controller based on the global state, realizing intelligent and controllable bidirectional energy flow.

[0122] The communication architecture of the vehicle controller can be as follows Figure 11 As shown, the system includes an independent secure CAN bus or an Ethernet-based backup communication channel connection to achieve communication redundancy. Among these,

[0123] Decision-making level: Vehicle controller;

[0124] Execution layer: BMS, MCU, high-voltage power supply all-in-one controller, electric steering, electric braking, and other controllers.

[0125] Power supply layer: Intelligent bidirectional isolated DC, emergency low-voltage power supply multi-function controller, etc.

[0126] Intelligent driving layer: Controllers such as intelligent driving controllers, intelligent driving actuators, intelligent driving perception sensors, and intelligent driving human-machine interaction systems.

[0127] This backup channel ensures reliable transmission of emergency control commands when the main communication network may be disrupted due to high-voltage failure.

[0128] Based on the above architecture, this embodiment also proposes a hierarchical progressive cooperative control method, the specific steps of which are as follows:

[0129] Step S1: Routine monitoring and fault diagnosis.

[0130] The vehicle controller continuously monitors signals from the BMS, including the "high-voltage system active status" signal, high-voltage bus voltage, and collision sensor signals. When any of the following conditions are met simultaneously, the system determines that "emergency redundant power needs to be activated":

[0131] Condition A: The high-voltage bus voltage is lower than the first safety threshold (preset safety voltage threshold) (e.g., <460V), and the BMS reports a serious fault or communication loss (the vehicle's high-voltage system is in an invalid state).

[0132] Condition B: A preset high-intensity collision signal is received from the collision sensor (the signal strength of the collision signal is greater than the preset signal strength threshold), and the high-voltage bus voltage drops to zero within a preset time.

[0133] After the judgment is upheld, proceed to step S2.

[0134] Step S2: System security preprocessing and mode switching preparation.

[0135] The vehicle domain controller first sends a command (first control signal) to control the main contactor of the power battery (such as KM1+ / KM1-), the pre-charge contactor (k1), the pre-charge resistor (R1), or via BMS command, to attempt to physically isolate the faulty high-voltage power battery pack from the bus. Simultaneously, it sends a "pre-charge" command (such as KM2+ / KM2-, K2) (second control signal) to the intelligent bidirectional isolation DC converter module. This utilizes the low-voltage battery energy to pre-charge the supporting capacitor C1 on the high-voltage bus through the converter, raising the high-voltage bus voltage to a lower, stable operating voltage (e.g., 580V-650V range, depending on the minimum operating voltage of the motor controller).

[0136] Step S3: Activate emergency mode and switch emergency map.

[0137] After pre-charging is complete, the vehicle controller sends visual and auditory warnings to the driver via the human-machine interface, indicating "emergency power available" and requesting confirmation. Upon driver confirmation (or if the system is set to automatically activate), the controller officially activates the emergency mode. In this mode, the maximum output torque and maximum speed of the drive motor are limited, for example, limiting peak power to approximately 50% of the rated power and the maximum speed to approximately 80 km / h. Then, based on the rated power and current speed, emergency driving information, such as the remaining distance and time, is obtained, allowing the system to retrieve and display a pre-stored emergency map.

[0138] At the same time, commands are sent to shut down unnecessary loads such as the air conditioning compressor (AC), PTC heater, and high-power in-vehicle entertainment equipment.

[0139] Step S4: Dynamic Energy Management and Driving Safety.

[0140] During emergency driving, the vehicle domain controller performs closed-loop dynamic energy management:

[0141] Real-time estimation: Based on the current voltage and current (state of charge information) of the low-voltage battery and the known SOC-OCV curve, its remaining usable energy is estimated in real time.

[0142] Mileage prediction and prompts: Based on the current average energy consumption (kW / 100km) and remaining energy (kWh), dynamically calculate and display the remaining driving range or time (driving distance information), and combine this with navigation to find the optimal parking location. Provide drivers with clear decision-making basis.

[0143] Tiered power reduction strategy: When the estimated remaining energy is lower than the first threshold (preset first energy threshold), the system issues a strong warning that "emergency mode is about to be exited". When it is lower than the second lower threshold (preset second energy threshold), the controller will perform power reduction operations, such as further limiting the maximum vehicle speed and acceleration, to prioritize ensuring the lowest energy consumption of the steering and braking assist systems, ensuring that the vehicle can complete the final operation of finding the nearest repair shop or pulling over.

[0144] Step S5: Mode Exit and Reset.

[0145] The system exits emergency mode when the vehicle is safely parked, the driver actively deactivates emergency mode, or the low-voltage battery is depleted. The vehicle domain controller records fault and emergency mode logs and requires a system reset using a dedicated diagnostic tool after maintenance to restore normal mode.

[0146] The intelligent driving control method has evolved into an integrated and coordinated control of "perception-decision-energy", with the following steps:

[0147] Step A1: Millisecond-level fault detection and system state snapshot.

[0148] The vehicle controller maintains monitoring with the BMS and intelligent driving control systems. When a full-domain high-voltage failure is detected (conditions are the same as before in AB), the controller executes the following synchronously:

[0149] (1) Obtain a "snapshot of the current system status" from the intelligent driving system, including: the current autonomous driving level (L2 / L3), lane keeping status, and vector information of surrounding traffic participants (through the last effective perception).

[0150] (2) Activate the backup communication channel.

[0151] Step A2: Seamless transition and policy activation.

[0152] The system does not wait for driver confirmation (because the driver may not be monitoring road conditions in autonomous driving mode) and executes the following immediately:

[0153] 1) Energy switching: Control the intelligent bidirectional isolated DC converter to switch to boost mode, and instruct (third control signal) the emergency power supply multi-in-one to establish stable power supply in the order of "highest priority bus > second highest priority bus > low priority bus" (supply each low-voltage load according to the power supply priority of each low-voltage load).

[0154] 2) System Degradation and Activation: Power on with "highest priority" to ensure the intelligent driving system can continue to acquire limited but critical obstacle and lane line information in front and to the sides. The vehicle domain controller works in conjunction with the intelligent driving and navigation systems to generate and issue a clear minimum risk path within milliseconds based on the "current system state snapshot" and continuously input new perception data, such as: "Control the vehicle to maintain driving in the current lane for 800 meters, then change lanes to the right to the emergency lane and stop."

[0155] Step A3: Dynamic energy and behavior management based on perception feedback.

[0156] Dynamic closed-loop management is implemented throughout the entire emergency driving process:

[0157] (1) Dynamic allocation of energy budget: Real-time monitoring of emergency low-voltage battery SOC. When the SOC is lower than the threshold SOC1, the power of the "normal auxiliary bus" is gradually reduced until it is shut down; when it is lower than the more stringent threshold SOC2, it interacts with the intelligent driving system to simplify the complexity of perception and planning algorithms to reduce computational power consumption, or temporarily shuts down some lateral perception sensors to concentrate power to ensure forward perception and basic control.

[0158] (2) Behavioral coordination: The intelligent driving system dynamically adjusts its intelligent driving behavior (e.g., changing to drive to the next exit) based on continuous perception information (e.g., detecting obstacles in the emergency lane) and real-time energy estimation. The execution limit curves of driving, steering, and braking are jointly decided by the vehicle domain controller and the intelligent driving system to ensure smooth behavior and controllable energy consumption.

[0159] Step A4: Safe parking and status reporting.

[0160] Once the vehicle is safely parked, the system uses a backup communication link to send the vehicle's final location, fault logs, and emergency process data to the cloud service center via the vehicle's TBOX. Simultaneously, the hazard lights are activated, and the system maintains basic positioning and communication module operation using the remaining low-voltage power, awaiting rescue.

[0161] In addition, the emergency redundant power supply system provided in this embodiment can be used as follows: Figure 5 , Figure 6 as well as Figure 7 The three architectural implementations shown are for Figure 5 The architecture shown is a physical integration of the emergency low-voltage battery and the power battery. Its characteristics include: the emergency low-voltage battery is an area within the power battery; function switching is achieved through high-voltage circuit design and BMS control; and all high-voltage components are powered by a 12V battery. Figure 6 The architecture shown, namely the partitioning of the emergency low-voltage battery and the power battery, is characterized by: complete isolation between the emergency low-voltage battery and the power battery; high-voltage components can be powered by either the emergency low-voltage battery or the 12V battery; the emergency low-voltage battery can be used for boost driving or to replenish the 12V battery. For Figure 7 The architecture shown, namely the emergency low-voltage battery integration, is characterized by: complete isolation between the emergency low-voltage battery system and the power battery; the emergency low-voltage battery system being composed of different combinations of 12V, 24V, and 36V connected in series; and the emergency low-voltage battery being able to both boost the voltage for driving and replenish the 12V battery. The specific advantages of the three emergency low-voltage battery architectures described above are compared in Table 1.

[0162] Table 1. Schematic diagram of the advantages of emergency low-voltage battery solutions

[0163]

[0164] This embodiment fundamentally solves the risk of vehicle breakdown after a complete failure of the high-voltage system, providing crucial active mobility for occupants in dangerous environments, avoiding secondary accidents, and possessing extremely high safety. It fully utilizes existing vehicle-grade low-voltage batteries and bidirectional DC-DC converters (now standard equipment in most new energy vehicles), primarily adding control strategies and software logic with low hardware modification costs. This solution can be flexibly adapted to different platform models to meet differentiated safety and cost objectives. In emergency mode, the vehicle controller performs intelligent power limiting control, prioritizing drive and basic safety power supply to ensure the most efficient use of limited electrical energy. The bidirectional DC-DC converter is used to charge the low-voltage battery under normal conditions and to boost power supply in emergency situations, resulting in high equipment utilization. Intelligent "uninterrupted degradation operation" is achieved: the proposed hierarchical progressive control method covers the entire chain of fault diagnosis, safety switching, power limiting, and energy prediction, with rigorous logic ensuring the safety and controllability of the emergency process. This approach fundamentally eliminates the risk of "brain death" of the ADS system due to high-voltage failure, ensuring continuity from normal driving to safe parking and meeting the core availability requirements of high-level autonomous driving. It provides a system-level functional safety solution: coordinating and cost-optimizing power supply redundancy, perception redundancy, and computing redundancy at the system level, offering automakers a feasible redundancy architecture option that meets the highest functional safety requirements. By ensuring continuous power supply to the minimum perception and computing units, this embodiment functionally replaces some expensive hardware redundancy (such as a complete dual-sensor, dual-computing platform).

[0165] It should be understood that although the steps in the flowcharts of the embodiments described above are shown sequentially according to the arrows, these steps are not necessarily executed in the order indicated by the arrows. Unless explicitly stated herein, there is no strict order restriction on the execution of these steps, and they can be executed in other orders. Moreover, at least some steps in the flowcharts of the embodiments described above may include multiple steps or multiple stages. These steps or stages are not necessarily completed at the same time, but can be executed at different times. The execution order of these steps or stages is not necessarily sequential, but can be performed alternately or in turn with other steps or at least some of the steps or stages of other steps.

[0166] In the description of this specification, references to terms such as "some embodiments," "other embodiments," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of this application. In this specification, the illustrative descriptions of the above terms do not necessarily refer to the same embodiments or examples.

[0167] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0168] The embodiments described above illustrate several implementation methods of this application, and while the descriptions are specific and detailed, they should not be construed as limiting the scope of this application. Those skilled in the art can make various modifications and improvements without departing from the concept of this application, and these modifications and improvements all fall within the protection scope of this application. Therefore, the protection scope of this application should be determined by the appended claims.

Claims

1. A vehicle power supply system, characterized in that, include: A high-voltage power supply module, the high-voltage power supply module including a high-voltage output terminal for outputting a first high-voltage voltage; A high-voltage conversion and distribution module includes a conversion and distribution input terminal and a conversion and distribution output terminal; the conversion and distribution input terminal includes a first conversion and distribution input terminal and a second conversion and distribution input terminal, the first conversion and distribution input terminal is connected to the high-voltage output terminal and is used to receive the first high-voltage electricity, and the conversion and distribution output terminal is used to supply high-voltage power to the high-voltage load. An emergency low-voltage power supply module, the emergency low-voltage power supply module includes a first low-voltage output terminal and a second low-voltage output terminal, the first low-voltage output terminal being used to connect to a low-voltage load; The boost module includes a high-voltage connection terminal and a low-voltage connection terminal. The high-voltage connection terminal is connected to the second conversion and distribution input terminal, and the low-voltage connection terminal is connected to the second low-voltage output terminal. The boost module is used to convert the low-voltage electricity provided by the emergency low-voltage power supply module into a second high-voltage electricity when the vehicle meets the emergency power supply conditions, and output the second high-voltage electricity to the second conversion and distribution input terminal of the high-voltage conversion and distribution module to supply power to the high-voltage load of the vehicle.

2. The vehicle power supply system according to claim 1, characterized in that, The boost module includes: a switching unit and a DC-DC conversion unit; The DC-DC conversion unit is connected to the second low-voltage output terminal and is used to convert the low-voltage electricity provided by the emergency low-voltage power supply module into the second high-voltage electricity; The first end of the switching unit is connected to the DC-DC conversion unit, and the second end of the switching unit is connected to the second conversion and distribution input terminal of the high-voltage conversion and distribution module. When the vehicle meets the emergency power supply conditions, the DC-DC conversion unit and the second conversion and distribution input terminal are connected to provide the second high-voltage electricity output by the DC-DC conversion unit to the high-voltage conversion and distribution module.

3. The vehicle power supply system according to claim 1, characterized in that, There are multiple first low-voltage output terminals, each of which is used to connect to different low-voltage loads, and the power supply priority of the low-voltage loads connected to each of the first low-voltage output terminals is different.

4. The vehicle power supply system according to claim 3, characterized in that, The emergency low-voltage power supply module includes: an emergency low-voltage power supply, a normally closed relay, and a normally open relay; the first low-voltage output terminal includes: a first sub-low-voltage output terminal, a second sub-low-voltage output terminal, and a third sub-low-voltage output terminal, wherein the first sub-low-voltage output terminal is used to connect to a low-voltage load with a first power supply priority, the second sub-low-voltage output terminal is used to connect to a low-voltage load with a second power supply priority, and the third sub-low-voltage output terminal is used to connect to a low-voltage load with a third power supply priority, wherein the first power supply priority is higher than the second power supply priority, and the second power supply priority is higher than the third power supply priority; The first sub-low voltage output terminal is connected to the emergency low voltage power supply; The second low-voltage output terminal is connected to the emergency low-voltage power supply through the normally closed relay; The third low-voltage output terminal is connected to the emergency low-voltage power supply via the normally open relay.

5. The vehicle power supply system according to any one of claims 1 to 4, characterized in that, The emergency power supply conditions include a collision signal strength greater than a preset signal strength threshold, and the emergency low-voltage power supply module is located inside the high-voltage power supply module.

6. A vehicle, characterized in that, Includes the vehicle power supply system as described in any one of claims 1 to 5 and the vehicle controller, wherein the vehicle power supply system is communicatively connected to the vehicle controller via at least two communication channels.

7. A vehicle power supply control method, characterized in that, Applied to a vehicle controller for the vehicle as described in claim 6, the method includes: Acquire vehicle operating status signals; When the operating status signal indicates that the vehicle meets the emergency power supply conditions, a first control signal is sent to the high-voltage power supply module and a second control signal is sent to the boost module. The first control signal is used to disconnect the first high-voltage electricity output by the high-voltage power supply module, and the second control signal is used to control the boost module to convert the low-voltage electricity provided by the emergency low-voltage power supply module into a second high-voltage electricity, and output the second high-voltage electricity to the second conversion and distribution input terminal of the high-voltage conversion and distribution module to supply power to the high-voltage load of the vehicle.

8. The method according to claim 7, characterized in that, The operating status signals include: high-voltage system effective status signals, high-voltage bus voltage, and collision signals; after acquiring the vehicle's operating status signals, the process further includes: If the high-voltage system effective status signal indicates that the high-voltage system of the vehicle is in an invalid state, and the high-voltage bus voltage is less than a preset safe voltage threshold, then the vehicle is determined to meet the emergency power supply conditions. or If the signal strength of the collision signal is greater than a preset signal strength threshold and the high-voltage bus voltage drops to zero within a preset time, the vehicle is determined to meet the emergency power supply conditions.

9. The method according to claim 7, characterized in that, After sending a first control signal to the high-voltage power supply module in the vehicle power supply system and a second control signal to the bidirectional DC-DC converter module of the vehicle power supply system, the method further includes: Displays the request information used to request entry into emergency mode; In response to the confirmation operation for the requested information, the vehicle is controlled to enter emergency mode, and an emergency map is invoked to display emergency driving information; If the vehicle meets the preset emergency mode exit conditions, control the vehicle to exit emergency mode.

10. The method according to claim 9, characterized in that, The method of displaying emergency driving information on the emergency map includes: Obtain the power status information of the emergency low-voltage power supply module and the remaining available energy of the emergency low-voltage power supply module; Based on the remaining available energy, obtain the vehicle's drivable range information, and based on the drivable range information, obtain the optimal parking location; The emergency map is invoked to display the drivable route information and the optimal parking location.

11. The method according to claim 10, characterized in that, After obtaining the remaining available energy of the emergency low-voltage power supply module, the process further includes: If the remaining available energy is lower than a preset first energy threshold, a prompt message will be displayed to indicate that the emergency mode should be exited. If the remaining available energy is lower than a preset second energy threshold, the output power of the vehicle is controlled to be reduced; the preset second energy threshold is lower than the preset first energy threshold.

12. The method according to claim 7, characterized in that, There are multiple first low-voltage output terminals, each of which is used to connect to different low-voltage loads, and the power supply priority of the low-voltage loads connected to each of the first low-voltage output terminals is different. When the operating status signal indicates that the vehicle meets the emergency power supply conditions, the method further includes: Send a third control signal to the emergency low-voltage power supply module; The third control signal is used to control the emergency low-voltage power supply module to supply power to each of the low-voltage loads according to the power supply priority of each low-voltage load.

Images