Vehicle power supply control system and vehicle
Patent Information
- Application Number
- CN202611027722.5
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2026-07-10
- Publication Date
- 2026-09-15
Smart Images
Figure CN122747799A_ABST
Abstract
Description
Technical Field
[0001] This application belongs to the field of vehicle power distribution technology, specifically relating to a vehicle power supply control system and a vehicle. Background Technology
[0002] With the rapid development of intelligent assisted driving technology, vehicles are placing higher demands on the safety and reliability of their power supply systems. On the one hand, when distributing power to multiple loads, the power supply system typically provides a unified power allocation to all loads. However, under conditions of limited power resources, this power supply strategy can lead to low reliability for some critical loads. On the other hand, the signal and power transmission between the various systems in these technologies heavily rely on wire connections. If a wire fails due to an open circuit or short circuit, core safety components (such as steer-by-wire and brake-by-wire) will lose communication and power supply capabilities, posing a risk of loss of vehicle control. Therefore, the relevant technical solutions still have significant shortcomings in power distribution management and communication power supply assurance. Summary of the Invention
[0003] This application provides a vehicle power supply control system and a vehicle that can improve the power supply reliability of critical loads and reduce the dependence of signal and power transmission on wires.
[0004] In a first aspect, embodiments of this application provide a vehicle power supply control system, including: 1. A vehicle power supply control system, characterized in that it comprises: The system includes multiple loads, which are divided into multiple safety levels. The first load with the highest safety level includes a steer-by-wire system, a brake-by-wire system, a vehicle controller, and a driver assistance controller. The communication modes between the first loads include wired communication and wireless communication, with the wireless communication mode activated in case of an anomaly in the wired communication mode. The system also includes a power supply module, which has a lower safety level than the first loads. The power supply module is used to supply power to other loads besides itself; the power supply module includes at least two batteries, and the power supply modes of the at least two batteries to the first load include wired power supply mode and wireless power supply mode; the wireless power supply mode is activated in the event of an abnormality in the wired power supply mode; The vehicle controller and the driving assistance controller are used to control the steer-by-wire and the brake-by-wire according to the working state of the power supply module and the communication line status between the first loads; the communication line status between the first loads includes: the communication line status between the vehicle controller and the steer-by-wire, the communication line status between the vehicle controller and the brake-by-wire, the communication line status between the driving assistance controller and the steer-by-wire, and the communication line status between the driving assistance controller and the brake-by-wire.
[0005] Optionally, the power supply module further includes at least two low-voltage converters; The vehicle controller is used to control the brake-by-wire to brake the vehicle so that the vehicle speed is less than or equal to a preset speed when some of the at least two low-voltage converters are malfunctioning and some are functioning normally.
[0006] Optionally, the vehicle controller and the driver assistance controller are configured to, in the event that at least two low-voltage converters are malfunctioning, or at least two batteries are malfunctioning, or the communication line of any first load is malfunctioning, control the steer-by-wire device to steer the vehicle to the side of the road, and control the brake-by-wire device to stop the vehicle.
[0007] Optionally, the vehicle controller is further configured to pre-start the wireless power supply mode of the at least two batteries and the wireless communication mode of the first load when some of the at least two low-voltage converters are malfunctioning and some of the low-voltage converters are functioning normally.
[0008] Optionally, the plurality of loads further includes a second load with a second safety level, the second load comprising: a zone controller; each low-voltage converter and each battery being connected to other loads besides the power supply module via the zone controller; The area controller is used to acquire a preset power supply strategy; the preset power supply strategy is used to indicate the target safety level of the load to be powered; and the target safety level load is powered through the at least two low-voltage converters and the at least two batteries.
[0009] Optionally, the area controller includes a plurality of electronic fuses, one end of which is connected to the plurality of loads respectively, and the other end of which is connected to a low-voltage converter and a battery; The area controller is configured to control the connection of the electronic fuse corresponding to the load of the target safety level according to the preset power supply strategy, so as to supply power to the load of the target safety level through the low-voltage converter and the battery; and to disconnect the electronic fuse in the event of an abnormal load connection.
[0010] Optionally, the area controller further includes a disconnect switch; one end of the disconnect switch is connected to the plurality of electronic fuses, and the other end is connected to a low-voltage converter and a battery; The area controller is configured to disconnect the isolating switch connected to the at least two low-voltage converters or the at least two batteries in the event of an abnormality.
[0011] Optionally, the plurality of loads further includes a third load of a third security level and a fourth load of a fourth security level, wherein the third load and the fourth load include: entertainment load and comfort load; The area controller is configured to reduce the power consumption of the entertainment load and the comfort load when some of the at least two low-voltage converters malfunction and some of the low-voltage converters are functioning normally.
[0012] Optionally, the area controller is configured to shut down the entertainment load and the comfort load if at least two low-voltage converters malfunction, or at least two batteries malfunction, or the communication line of any first load malfunctions.
[0013] Secondly, embodiments of this application provide a vehicle including the aforementioned vehicle power supply control system.
[0014] The embodiments of this application have the following advantages: The vehicle power supply control system of this application embodiment includes multiple loads; the multiple loads are divided into multiple safety levels; wherein, the first load with the highest safety level includes: a steer-by-wire device, a brake-by-wire device, a vehicle controller, and a driver assistance controller; by classifying the loads into safety levels, the system can formulate differentiated power supply and communication strategies according to different levels, ensuring that the first load with the highest safety level is given priority protection in resource-constrained scenarios, thereby improving the power supply reliability of the first load.
[0015] The communication modes between the primary loads include wired communication and wireless communication. The wireless communication mode is activated in case of abnormal wired communication. Both wired and wireless communication modes are configured simultaneously between the highest security level loads, forming a double redundancy of the communication link. When wired communication is abnormal, the system can automatically activate the wireless communication mode to ensure that the transmission of instructions between core components is uninterrupted, reduce the dependence of signal transmission on wires, and greatly improve the vehicle's fault tolerance and driving safety.
[0016] Multiple loads also include a power supply module, which can supply power to other loads besides the power supply module itself. The power supply module includes at least two batteries, and the power supply modes of the at least two batteries to the first load include wired power supply mode and wireless power supply mode. The wireless power supply mode is activated in case of abnormal wired power supply mode. Thus, for the load with the highest safety level, a redundant power supply architecture with wired as the main method and wireless as the auxiliary method is constructed, which reduces the dependence of power transmission on wires, ensures that the first load continuously receives power, and ensures that the vehicle remains safe and controllable in extreme scenarios.
[0017] The vehicle controller and driver assistance controller are used to control the steer-by-wire and brake-by-wire based on the working status of the power supply module and the communication line status between the first load. The vehicle controller (VCU) and driver assistance controller (ADAS) form a dual redundancy of the decision layer. They monitor the status of the power supply module and the communication line status of the first load in real time, and make dynamic decisions on the control strategies for the steering and brakes accordingly. This enables the system to actively intervene when power supply or communication abnormalities are detected, greatly improving the vehicle's ability to handle sudden abnormalities.
[0018] The embodiments of this application form a multi-dimensional security system that combines multiple load hierarchical management, wired and wireless dual redundant power supply, wired and wireless dual redundant communication, and dual controller redundant decision-making, which significantly improves the survivability and safety level of intelligent assisted driving vehicles in extreme scenarios. Attached Figure Description
[0019] Figure 1 This is a schematic diagram of the structure of a vehicle power supply control system according to an embodiment of this application; Figure 2 This is a schematic diagram of another vehicle power supply control system according to an embodiment of this application; Figure 3 This is a logical schematic diagram of a vehicle power supply control system according to an embodiment of this application.
[0020] Explanation of reference numerals in the attached figures: 01-Steering-by-wire, 02-Brake-by-wire, 03-Vehicle controller, 04-Driver assistance controller, 05-Battery, 06-Low-voltage converter, 07-Area controller, 08-Electronic fuse, 09-Isolating switch. Detailed Implementation
[0021] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.
[0022] The terms "first," "second," etc., used in the specification and claims of this application are used to distinguish similar objects and not to describe a specific order or sequence. It should be understood that such use of data can be interchanged where appropriate so that embodiments of this application can be implemented in orders other than those illustrated or described herein. Furthermore, in the specification and claims, "and / or" indicates at least one of the connected objects, and the character " / " generally indicates that the preceding and following objects are in an "or" relationship.
[0023] The vehicle power supply control system provided in this application will be described in detail below with reference to the accompanying drawings, through specific embodiments and application scenarios.
[0024] Reference Figure 1 This document illustrates a schematic diagram of a vehicle power supply control system according to an embodiment of this application. Figure 1 The solid line represents signal flow, and the dashed line represents electrical energy flow. The vehicle power supply control system may specifically include: Multiple loads are classified into multiple safety levels; the first load with the highest safety level includes: steer-by-wire 01, brake-by-wire 02, vehicle controller 03, and driver assistance controller 04; the communication modes between the first loads include wired communication mode and wireless communication mode, with the wireless communication mode activated in case of abnormal wired communication mode; the multiple loads also include a power supply module, the safety level of which is lower than that of the first load; A power supply module is used to supply power to loads other than the power supply module itself; the power supply module includes at least two batteries 05, and the power supply modes of the at least two batteries 05 to the first load include wired power supply mode and wireless power supply mode; the wireless power supply mode is activated in case of abnormal wired power supply mode. The vehicle controller 03 and the driver assistance controller 04 are used to control the steer-by-wire 01 and the brake-by-wire 02 according to the working status of the power supply module and the communication line status between the first loads. The communication line status between the first loads includes: the communication line status between the vehicle controller 03 and the steer-by-wire 01, the communication line status between the vehicle controller 03 and the brake-by-wire 02, the communication line status between the driver assistance controller 04 and the steer-by-wire 01, and the communication line status between the driver assistance controller 04 and the brake-by-wire 02.
[0025] In this embodiment, the vehicle power supply control system includes multiple loads, which can be divided into multiple safety levels according to functional safety levels. The power supply strategy ensures that the failure of ordinary loads does not affect loads with safety level requirements.
[0026] This application can classify the vehicle load into four levels according to ASIL (Automotive Safety Integrity Level): The first load of the first safety level can be ASIL D level core components related to driving safety and requiring redundant power distribution, including the Electro-Mechanical Brake (EMB), Steering-By-Wire (SBW), Vehicle Control Unit (VCU), and Advanced Driver Assistance Systems (ADAS); the second load of the second safety level can be ASIL C / B level critical components, including the Zonal Control Unit (ZCU), lights, Anti-lock Brake Module (ABM), Rear Wheel Steering (RWS), critical sensors, and batteries, which should be given priority in power distribution; the third load of the third safety level can be ASIL A level important components, including the Telematics Box (TBOX) and DC-DC converters (Direct Current to Direct Current). CurrentConverter, etc., allow for degraded power supply; the fourth load of the fourth safety level can be a QM level load, such as a seat, water pump, display screen, heat sink, etc., which will be disconnected first when power resources are insufficient or there is a fault.
[0027] In this power supply module, the battery and low-voltage converter can function as loads during charging and as energy storage devices when supplying power to loads other than the power supply module. To facilitate unified safety level classification and power distribution management for all units in the vehicle, this embodiment classifies the battery and low-voltage converter in the power supply module as special members among multiple loads.
[0028] Through the aforementioned hierarchical configuration, the system can formulate targeted power distribution strategies based on differences in safety levels, ensuring that the first load with the highest safety level receives the highest priority power supply guarantee under various operating conditions. The first load includes the steer-by-wire unit 01, the brake-by-wire unit 02, the vehicle controller 03, and the driver assistance controller 04. The steer-by-wire unit 01 and the brake-by-wire unit 02 are the execution ends of the fully steer-by-wire chassis, while the vehicle controller 03 and the driver assistance controller 04 are the decision-making and control ends. These four components work together to form a closed loop for vehicle motion control. All of these components are core execution and decision-making units directly related to driving safety; their power supply continuity and communication reliability determine whether the vehicle can operate safely, thus they receive priority protection in resource-constrained scenarios.
[0029] The communication modes between the primary loads can be either wired or wireless. Under normal operating conditions, the primary loads use wired communication for signal transmission to meet the requirements of high-speed, low-latency, and high-capacity data exchange. Wired communication can be implemented through onboard bus, Ethernet, or other wired communication methods.
[0030] Meanwhile, addressing the industry pain point that the signal transmission of a fully drive-by-wire chassis relies entirely on a valid wiring connection, and the vehicle becomes uncontrollable if the wiring fails, this application adds a wireless communication mode as a backup between the first loads. The wireless communication mode is activated in the event of an anomaly in the wired communication mode. Anomalies can include open circuits, short circuits, poor contact, or severe signal interference in the communication line. Once an anomaly in the wired communication mode is detected, the system automatically activates the wireless communication mode, and control commands and status information between the first loads continue to be transmitted wirelessly, ensuring that signal interaction between core components is not interrupted due to wiring failure. The wireless communication mode can be implemented via wireless communication methods such as Bluetooth and Wi-Fi.
[0031] Multiple loads also include a power supply module, which can supply power to other loads besides the power supply module. In intelligent assisted driving vehicles, the power supply module can adopt a redundant power distribution architecture consisting of at least two batteries. Each load can draw power from at least two batteries according to its safety level, and intelligent and precise power distribution management is achieved through Efuse (Electronic Fuse).
[0032] The power supply modes for the first load via at least two batteries include wired power supply and wireless power supply. Under normal operating conditions, the first load obtains power through wired power supply, i.e., directly powered by at least two batteries via a wiring harness. Wireless power supply mode is activated in case of abnormalities in wired power supply. When an abnormality such as an open circuit, short circuit, or overload is detected in the wired power supply line connected to the first load, the system activates wireless power supply mode, transmitting power to the first load via directional electromagnetic waves to ensure a continuous power supply to core components. When some batteries fail, the wireless mode of the first load can enter a pre-start state; when the line connecting to the first load fails, wireless power supply mode can be directly activated, achieving a rapid and seamless power supply switch.
[0033] For example, a wireless power transmitter can be installed on the vehicle and integrated into the battery. First, the DC power output from the battery is converted into high-frequency electromagnetic waves (such as microwaves) by a power conversion module. Then, beamforming and other technologies are used to precisely transmit the energy to a specific first load, i.e., the electromagnetic wave signal is directionally transmitted. A wireless power receiver can be integrated at the first load end. It captures electromagnetic waves in space through a receiving antenna, and the captured electromagnetic wave energy can be converted into DC power usable by the first load through a rectifier.
[0034] The vehicle controller 03 and the driver assistance controller 04 are two core units of the vehicle control decision layer. They are independent of each other and serve as redundant backups. Both have control over the steer-by-wire 01 and the brake-by-wire 02. The vehicle controller 03 and the driver assistance controller 04 can monitor the working status of the power supply module in real time to determine if there is any abnormality in the power supply module. At the same time, they monitor the status of the communication lines between the first loads (including: the communication line status between the vehicle controller 03 and the steer-by-wire 01, the communication line status between the vehicle controller 03 and the brake-by-wire 02, the communication line status between the driver assistance controller 04 and the steer-by-wire 01, and the communication line status between the driver assistance controller 04 and the brake-by-wire 02) to determine whether the wired communication links are normal.
[0035] Based on the above monitoring results, the vehicle controller 03 and the driver assistance controller 04 execute corresponding control strategies: when the power supply module is detected to be working normally and the communication line is in good condition, control commands are sent to the steer-by-wire 01 and brake-by-wire 02 via the wired communication mode through the wired power supply path; when the power supply module is detected to be abnormal or the communication line fails, the wireless power supply mode and wireless communication mode are activated, and the steering and braking commands are transmitted to the steer-by-wire 01 and brake-by-wire 02 through the wireless channel to perform steering and braking operations, so that the vehicle enters a safe and controllable state.
[0036] At the power supply level, the steer-by-wire 01, brake-by-wire 02, vehicle controller 03, and driver assistance controller 04 are electrically connected to the power supply module via wired lines, forming a wired power supply circuit. At the same time, the steer-by-wire 01, brake-by-wire 02, vehicle controller 03, and driver assistance controller 04 are each equipped with a wireless power supply receiving module, which is used to receive directional electromagnetic wave energy from the wireless power supply transmitter, forming a wireless power supply circuit.
[0037] At the communication level, the vehicle controller 03 and the steer-by-wire 01, the vehicle controller 03 and the brake-by-wire 02, the driver assistance controller 04 and the steer-by-wire 01, and the driver assistance controller 04 and the brake-by-wire 02 are interconnected through an in-vehicle wired communication network to form a wired communication link; at the same time, the above components are respectively equipped with Bluetooth or Wi-Fi wireless communication modules to form a wireless communication link.
[0038] The vehicle power supply control system of this application embodiment includes multiple loads and power supply modules. By classifying the loads into different safety levels, the system can formulate differentiated power supply and communication strategies according to different levels, ensuring that the first load with the highest safety level receives priority protection in resource-constrained scenarios, thus improving the power supply reliability of the first load. Both wired and wireless communication modes are configured simultaneously among the highest safety level loads, forming dual redundancy in the communication link. When wired communication fails, the system can automatically activate the wireless communication mode, ensuring uninterrupted instruction transmission between core components, reducing the dependence of signal transmission on wires, and significantly improving the vehicle's fault tolerance and driving safety. At least two batteries supply power to the first load in both wired and wireless modes; the wireless power supply mode is activated in case of wired power supply failure. Therefore, for the highest safety level load, a redundant power supply architecture with wired as the primary mode and wireless as the secondary mode is constructed, reducing the dependence of power transmission on wires, ensuring the first load continuously receives power, and guaranteeing the vehicle's safety and controllability even in extreme scenarios. The Vehicle Control Unit (VCU) and the Driver Assistance System (ADAS) constitute dual redundancy in the decision-making layer. Both monitor the power supply module status and the communication line status of the primary load in real time, dynamically determining control strategies for the steering and braking systems accordingly. This allows the system to proactively intervene when power supply or communication anomalies are detected, significantly improving the vehicle's ability to handle sudden anomalies. This embodiment forms a multi-dimensional safety assurance system combining hierarchical load management, wired and wireless dual-redundant power supply, wired and wireless dual-redundant communication, and dual-controller redundant decision-making, significantly enhancing the survivability and safety level of intelligent assisted driving vehicles in extreme scenarios.
[0039] Reference Figure 2 This illustrates a schematic diagram of another vehicle power supply control system according to an embodiment of this application, such as... Figure 2As shown, the power supply module also includes at least two low-voltage converters 06; The vehicle controller 03 is used to control the brake line 02 to brake the vehicle so that the vehicle speed is less than or equal to a preset speed when some of the low-voltage converters 06 are malfunctioning and some of the low-voltage converters 06 are normal.
[0040] In this embodiment, the power supply module further includes at least two low-voltage converters 06. The low-voltage converters 06 can be DC-DC (Direct Current to Direct Current Converters) used to convert the high-voltage DC power from the power battery into low-voltage DC power to supply power to the low-voltage loads of the vehicle.
[0041] The fully drive-by-wire chassis of intelligent assisted driving vehicles can employ a redundant power distribution architecture with at least two DC-DC converters. Even if a single power source fails in the event of a serious malfunction during intelligent assisted driving, the power system can still provide power to the vehicle.
[0042] The Vehicle Control Unit (VCU) 03 can uniformly schedule the vehicle's power output, braking control, and energy management, and monitor the low-voltage converters 06 in the power supply module for abnormalities in real time. Abnormalities may include the power supply connected to the low-voltage converter not operating normally, the output voltage of the low-voltage converter being outside the normal range, or overload or short circuit in the low-voltage converter's wiring. The VCU 03 can obtain the above status information through a communication connection (wired or wireless) with the power supply module.
[0043] When the vehicle controller 03 detects that some of the low-voltage converters 06 are malfunctioning while others are functioning normally, indicating a partial power failure in the DC-DC converter, the vehicle controller 03 further determines whether at least one low-voltage converter 06 in the current power supply module is operating normally. If it is determined that at least one low-voltage converter 06 is still functioning normally, it means that the power supply module still has the capability to provide limited power to critical loads. In this case, the vehicle controller 03 controls the drive-by-wire brake 02 to brake the vehicle, causing it to decelerate.
[0044] The vehicle controller 03 controls the brake-by-wire device 02 to brake the vehicle, making the vehicle speed less than or equal to a preset speed. The preset speed can be set according to specific application scenarios and safety requirements. For example, it can be set to a low safe speed threshold (such as 5 km / h or 10 km / h; those skilled in the art can set the safe speed threshold to other appropriate values, and this application does not impose any restrictions on this), so that the vehicle can still decelerate to a safe and controllable speed range in abnormal operating conditions such as power supply failure.
[0045] When at least two low-voltage converters 06 malfunction, and some are functioning normally, although the vehicle still has a certain level of power supply capability, the power reserve may be insufficient to support the normal operation of the vehicle's full functions. In this situation, if the vehicle continues to maintain a high speed, a serious safety accident may occur if the remaining power supply deteriorates further or critical loads (such as the steering steer-by-wire 01 and brake-by-wire 02) become functionally limited due to insufficient power supply. Therefore, the vehicle controller 03 actively controls the brake-by-wire 02 to brake and decelerate the vehicle, reducing its speed to below a preset speed. This also reduces the power consumption of other entertainment and comfort loads, thus reducing the continuous consumption of power resources at high speeds and creating favorable conditions for the vehicle to subsequently enter a safe state (such as parking on the side of the road or emergency braking to a stop).
[0046] In one embodiment, the vehicle controller 03 and the driver assistance controller 04 are configured to control the steer-by-wire device 01 to steer the vehicle to the side of the road and control the brake-by-wire device 02 to stop the vehicle in the event that at least two low-voltage converters 06 are malfunctioning, or at least two batteries 05 are malfunctioning, or the communication line of any first load is malfunctioning.
[0047] In this embodiment, the fully drive-by-wire chassis of the intelligent assisted driving vehicle can adopt a redundant power distribution architecture with at least two DC-DC converters and at least two batteries. In the power supply module, the low-voltage converter 06 forms multiple independent power supply channels with the batteries 05. Through the redundant configuration of the low-voltage converter and batteries, the power supply module provides highly reliable power protection for the vehicle load, meeting the requirements of the highest safety level (ASIL D) core components (i.e., the first load of the first safety level) for power supply continuity and reliability.
[0048] The vehicle controller 03 and driver assistance controller 04 can activate the emergency avoidance control mode when an extreme fault in the power supply module or an anomaly in the communication line is detected. Extreme faults may include: all low-voltage converters 06 malfunctioning, meaning the high-voltage to low-voltage power conversion function is completely lost; or all batteries 05 malfunctioning, meaning the low-voltage energy storage capacity is completely lost; or an open circuit, short circuit, or other abnormality occurring in the wired communication line between any of the primary loads (including the steer-by-wire 01, brake-by-wire 02, vehicle controller 03, and driver assistance controller 04 itself). The occurrence of any of these conditions signifies that the vehicle has lost the basic power supply or signal transmission guarantee required for normal operation, and an emergency avoidance operation should be performed.
[0049] In emergency avoidance mode, the vehicle controller 03 and the driver assistance controller 04, acting as dual-redundant decision-making cores, send steering commands to the steer-by-wire controller 01 via the still available communication link, controlling the vehicle to steer to the side of the road, causing the vehicle to leave the driving lane and approach the road edge or emergency stopping lane. At the same time, a braking command is sent to the brake-by-wire controller 02, applying braking force to decelerate the vehicle until it comes to a complete stop.
[0050] Since both the steer-by-wire 01 and brake-by-wire 02 have redundant wireless power supply and wireless communication capabilities, they can still obtain emergency power through wireless power supply mode even when the DC-DC converter or battery is abnormal. When the communication line is abnormal, they can receive control commands through wireless communication mode, ensuring the reliable execution of the complete avoidance action of steering to the side of the road and braking to stop. This makes up for the vehicle's shortcomings in dealing with extreme power supply and communication failure scenarios, and significantly improves the survivability of intelligent assisted driving vehicles in extreme failure scenarios and road traffic safety.
[0051] In one embodiment, the vehicle controller 03 is further configured to pre-start the wireless power supply mode of at least two batteries and the wireless communication mode of the first load in the event that some of the low-voltage converters in at least two low-voltage converters are malfunctioning and some of the low-voltage converters 06 are functioning normally.
[0052] In this embodiment, the vehicle controller 03 can also perform pre-start operations for wireless power supply mode and wireless communication mode when some of the low-voltage converters 06 are abnormal and some low-voltage converters 06 are normal but have not completely lost their power supply capability. When the vehicle controller 03 detects that the working state of the low-voltage converter 06 is abnormal (e.g., one of the DC-DC converters fails), but at least one low-voltage converter 06 is still working normally, it indicates that the low-voltage converter 06 still has a certain power supply margin, but the system redundancy capability has been reduced. Once the remaining normal power supply fails again or the line connected to the first load suddenly fails, the vehicle will face the risk of power outage.
[0053] At this time, the vehicle controller 03 pre-starts the wireless power supply mode of at least two batteries and the wireless communication mode of the first load, activating the wireless power supply transmitter and the wireless communication module in advance, so that they enter the standby or preheating state, but does not immediately cut off the wired path or switch to wireless mode.
[0054] In the pre-startup state, the hardware resources for wireless power supply and wireless communication are ready, and the communication link has completed handshake and synchronization. Once a failure is detected in the wired power supply line or communication line connected to the first load, the system can quickly switch to wireless power supply and wireless communication mode, achieving seamless connection between wired and wireless, and shortening the power interruption or communication interruption window period that may occur during the switching.
[0055] In one embodiment, such as Figure 2 As shown, the multiple loads also include a second load of a second safety level, the second load including: area controller 07; each low-voltage converter 06 and each battery 05 are connected to other loads besides the power supply module via area controller 07; The area controller 07 is used to acquire a preset power supply strategy; the preset power supply strategy is used to indicate the target safety level of the load to be powered; and the target safety level load is powered through at least two low-voltage converters 06 and at least two batteries 05.
[0056] In this embodiment, the multiple loads also include a second load of the second safety level, which includes a zone controller 07 (ZCU). The vehicle loads are classified into four levels according to functional safety levels, with the second safety level being ASIL C / B grade critical components, including the zone controller 07. The zone controller 07 itself, as a second safety level load, receives priority power distribution protection, and simultaneously acts as an intermediate node in the power distribution network, implementing unified management of various loads connected to the backend.
[0057] In terms of power supply connection, each low-voltage converter 06 and each battery 05 are connected to each load through the area controller 07. Multiple independent power supply channels composed of DC-DC converter and battery are connected to the power input terminal of the area controller 07. The area controller 07 can distribute power to each load connected to it through Efuse, thereby realizing the regional centralized control of power distribution management.
[0058] The area controller 07 is also used to acquire a preset power supply strategy, which indicates the target safety level of the load to be powered, and accordingly supplies power to the target safety level load through the low-voltage converter 06 and the battery 05. The area controller 07 can identify the target load that currently needs power and its corresponding safety level according to a hierarchical power distribution strategy table pre-stored in the vehicle controller, such as a load safety level classification scheme, or according to a user-defined power distribution strategy, and then control the corresponding power supply channel to deliver electrical energy to the load.
[0059] For example, when system power resources are sufficient, the area controller 07 supplies power to all load levels normally; when power resources are limited (such as partial DC-DC converter failure or battery failure), the area controller 07 prioritizes power supply to loads of higher safety levels according to the order of first safety level, second safety level, third safety level, and fourth safety level, and cuts off power supply to entertainment and comfort loads of the third and fourth safety levels when necessary. Through the execution of the above-mentioned preset power supply strategy, the area controller 07 realizes intelligent and refined distribution of the vehicle's electrical energy, ensuring driving safety while also taking into account the economy of vehicle use.
[0060] In one embodiment, such as Figure 2 As shown, the area controller 07 includes multiple electronic fuses 08, one end of which is connected to multiple loads, and the other end is connected to a low-voltage converter 06 and a battery 05. The area controller 07 is used to control the connection of the electronic fuse 08 corresponding to the load of the target safety level according to the preset power supply strategy, so as to supply power to the load of the target safety level through the low voltage converter 06 and the battery 05; and to disconnect the electronic fuse in the event of an abnormal load connection.
[0061] In this embodiment, the area controller 07 may integrate multiple electronic fuses 08. One end of each electronic fuse 08 is connected to a load, and the other end is connected to a low-voltage converter 06 and a battery 05. The power input terminal of the area controller 07 is simultaneously connected to multiple independent power supply channels formed by the DC-DC converter (low-voltage converter 06) and the battery 05. After passing through the internal power distribution bus, the power input terminal outputs to each load through multiple parallel electronic fuses 08.
[0062] The area controller 07 can control the connection of the electronic fuse 08 corresponding to the load of the target safety level according to a preset power supply strategy, so as to supply power to the load of the target safety level through the low-voltage converter 06 and the battery 05. During execution, the area controller 07 can receive power distribution commands from the vehicle controller 03 or the driver assistance controller 04 through internal CAN communication or hard-wired signals, or identify the safety level of the target load that needs power supply according to its own stored preset strategy table, and then control the electronic fuse 08 connected to the load to conduct, so that the power of the low-voltage converter 06 or the battery 05 is delivered to the target load through the electronic fuse 08.
[0063] When insufficient power supply is detected, the area controller 07 can prioritize the connection of the electronic fuse 08 corresponding to the high-security-level load according to the priority order of the first security level, the second security level, the third security level, and the fourth security level, and disconnect the circuit of the electronic fuse 08 corresponding to the entertainment and comfort loads of the third and fourth security levels when necessary, so as to achieve precise power supply on demand.
[0064] The area controller 07 utilizes multiple electronic fuses 08 to achieve independent on / off control and intelligent protection for each load branch, significantly improving the response sensitivity and intelligence level of the power distribution system. Simultaneously, the area controller employs a connection method of "one low-voltage converter + one battery" with multiple electronic fuses 08 supplying power to each load. Combined with the independent control capability of the electronic fuses 08, this ensures that when a short circuit or overcurrent fault occurs in any load, only the corresponding branch's electronic fuse 08 disconnects and isolates the fault, without affecting the normal power supply to other loads. This achieves precise fault isolation and further enhances the safety and reliability of the power supply system for intelligent assisted driving vehicles.
[0065] In one embodiment, such as Figure 2 As shown, the area controller 07 also includes a disconnect switch 09; one end of the disconnect switch 09 is connected to a plurality of electronic fuses 08, and the other end is connected to a low-voltage converter 06 and a battery 05; The area controller 07 is used to disconnect the isolating switch 09 connected to at least two low-voltage converters 06 or at least two batteries 05 in the event of an abnormality in at least two low-voltage converters 06 or at least two batteries 05.
[0066] In this embodiment, the area controller 07 also includes a disconnect switch 09. One end of the disconnect switch 09 is connected to a plurality of electronic fuses 08, and the other end is connected to a low-voltage converter 06 and a battery 05, i.e., connected to the power input terminal of the area controller 07. The disconnect switch 09, as the master control switch at the internal power input of the area controller 07, can be implemented using a semiconductor switch or a high-voltage relay with high current carrying capacity and fast breaking capability. It is arranged between the power input side and the array of electronic fuses 08, playing a crucial role as the main switch for the entire area's power supply path.
[0067] The area controller 07 can disconnect the isolating switch 09 in case of an abnormality in the low-voltage converter 06 or battery 05 circuit. An abnormality can refer to a serious fault in one of the low-voltage converters 06 or battery 05 connected to the area controller 07, such as severe output voltage fluctuations, output overload short circuits, overcurrent, or undervoltage. When the area controller 07 detects an abnormal power input, it immediately disconnects the isolating switch 09, physically cutting off the area controller 07 and all loads connected to its downstream terminals from the abnormal power path. This prevents abnormal power signals (such as high-voltage spikes, voltage drops, or large short-circuit currents) from being conducted through the area controller 07's distribution bus to each load branch, avoiding damage to loads at all levels connected to the area controller 07 (especially safety-critical loads of the first safety level).
[0068] The isolating switch 09 and multiple electronic fuses 08 form a bidirectional protection mechanism within the area controller 07. When a severe short-circuit fault occurs in the load branch, the electronic fuses 08 can disconnect the load area to prevent the fault from spreading to the power supply. Conversely, when an anomaly occurs at the power supply end, the isolating switch 09 can disconnect, isolating the abnormal power supply from the load end to prevent damage to critical loads. This bidirectional isolation protection architecture of "active disconnection for power supply anomalies + active disconnection for load anomalies" significantly improves the fault tolerance and fault isolation granularity of the vehicle power supply system, effectively preventing the bidirectional propagation of power supply or load faults in the power supply network, and further meeting the stringent requirements of intelligent assisted driving vehicles for high safety and high reliability of the power supply system.
[0069] In one embodiment, the plurality of loads further includes a third load of a third security level and a fourth load of a fourth security level, the third load and the fourth load including: an entertainment load and a comfort load; The area controller 07 is used to reduce the power consumption of entertainment and comfort loads when some of the low-voltage converters 06 are malfunctioning and others are functioning normally.
[0070] In this embodiment, the multiple loads also include a third load of the third safety level and a fourth load of the fourth safety level. These third and fourth loads can include entertainment and comfort loads, such as in-vehicle infotainment systems, seat heating and ventilation devices, air conditioning systems, and audio equipment. These loads are not directly related to driving safety and are considered non-safety-critical loads, thus having a lower priority in the vehicle load safety classification system. When the vehicle's power supply system malfunctions but has not completely lost its power supply capability, the power supply to these loads can be reduced or even cut off first to ensure the normal operation of high-safety-level loads.
[0071] The zone controller 07 can reduce the power consumption of entertainment and comfort loads when it detects that some of the low-voltage converters 06 are malfunctioning while others are functioning normally. This reduces their power consumption to low-power modes (e.g., reducing audio output power, decreasing air conditioning fan speed, or lowering seat heating levels). While maintaining basic load functionality, the saved power is prioritized for higher safety levels (first and second safety levels) to ensure sufficient power for core functions such as steer-by-wire, brake-by-wire, and driver assistance systems.
[0072] In the abnormal operating condition of partial power supply system failure, the embodiments of this application realize intelligent energy consumption control of non-safety critical loads, effectively extend the support time of the remaining power supply resources for critical loads, and gain valuable time margin for safe vehicle driving and entering a safe state, achieving a good balance between driving safety and driving comfort.
[0073] In one embodiment, the area controller 07 is configured to shut down entertainment and comfort loads in the event that at least two low-voltage converters 06 malfunction, or at least two batteries 05 malfunction, or the communication line of any first load malfunctions.
[0074] In this embodiment, when an extreme failure occurs in the power supply system or communication system, the area controller 07 can execute a load cutoff strategy. Specific triggering conditions include three scenarios: all low-voltage converters 06 malfunction, meaning the high-voltage to low-voltage power conversion function is completely lost; or all batteries 05 malfunction, meaning the low-voltage energy storage capacity is completely lost; or the wired communication line of any of the first loads (steer-by-wire 01, brake-by-wire 02, vehicle controller 03, or driver assistance controller 04) malfunctions. Once any of these scenarios is met, it indicates that the vehicle has entered an emergency state, power supply resources are extremely limited, or signal transmission faces the risk of interruption, and all available electrical energy must prioritize the first load of the first safety level (ASIL D).
[0075] Upon detecting the aforementioned extreme scenario, the area controller 07 immediately shuts down entertainment and comfort loads, completely cutting off the power supply to these loads at both the third and fourth safety levels. Unlike the power reduction operation during power supply malfunctions, this involves a complete power outage. The area controller 07 physically disconnects these non-critical loads from the power supply network by disconnecting the electronic fuses 08 corresponding to the entertainment and comfort loads. This releases the electrical energy originally consumed by entertainment and comfort functions, concentrating it on supplying primary core components such as the brake-by-wire 02, steering-by-wire 01, vehicle controller 03, and driver assistance controller 04, providing maximum power assurance for the vehicle to perform emergency avoidance maneuvers (steering to the side of the road and braking to a stop).
[0076] This application's embodiment achieves optimal allocation of limited electrical energy under the most unfavorable conditions of power supply depletion or communication interruption—sacrificing non-safety-related comfort functions in exchange for the maximum range of core vehicle safety components. This strategy ensures that even in extreme situations such as complete DC-DC failure, complete battery failure, or communication line failure, the vehicle can still obtain enough electrical energy to complete the full hazard avoidance maneuver of steering to the side of the road and braking to a stop, thus protecting passenger safety and road traffic safety.
[0077] Reference Figure 3 This diagram illustrates a logic schematic of a vehicle power supply control system according to an embodiment of this application. To enable those skilled in the art to better understand the embodiments of this application, an example is given below where both the low-voltage converter and the battery number are two. Figure 3 The embodiments of this application are described below.
[0078] Step 201, Fault Detection and Condition Monitoring; The system monitors the status of three key dimensions in real time: the operating status of the DC-DC converter (low-voltage converter 06), the operating status of the battery 05, and the status of the wired communication lines connecting the primary loads (steer-by-wire 01, brake-by-wire 02, vehicle controller 03, and driver assistance controller 04). Specifically, DC-DC converter failure states include "one failure" and "two failures," as do battery failure states. Primary load line anomalies include open circuits or short circuits in the wired communication lines of any of the primary loads.
[0079] Step 202, conditional trigger judgment; When any one of the three conditions—"DC-DC failure," "battery failure," or "primary load line abnormality"—is triggered, the system enters emergency response mode. If the trigger condition is "primary load line abnormality," an emergency stop operation is performed directly. If the trigger condition is DC-DC failure, further processing is carried out based on the number of failures.
[0080] Step 203, graded response when the power supply fails; When only one DC-DC converter fails, meaning at least one low-voltage converter 06 is still operating normally, the system performs the following operations: First, it displays "Low-voltage system fault" on the instrument panel or central control screen to alert the driver; second, it limits the electric drive output power to avoid excessive impact on the remaining power supply resources caused by high-power drive; at the same time, it limits the vehicle's maximum speed to less than or equal to the preset speed X (such as 10km / h or 20km / h) to reduce the continuous consumption of power supply resources under high-speed driving conditions.
[0081] Step 204, Wireless mode pre-start; When the power supply fails but the system still has limited power supply capability, the vehicle controller 03 (VCU) controls the two batteries and the primary load to enter a pre-start state in both wireless power supply and wireless communication modes. Pre-start means activating the wireless power supply transmitter and wireless communication module in advance, putting them into a standby or preheating state. The wireless communication link completes handshake and synchronization. Once the subsequent wired line fails, the system can quickly switch to wireless mode, achieving a seamless connection between "wired" and "wireless".
[0082] Step 205: Reduce power for level 3 and level 4 loads; When the power supply fails but the system still has limited power supply capacity, reduce the operating power of level 3 / 4 entertainment and comfort loads to save energy while maintaining basic functions.
[0083] Step 206, Level 1 load line anomaly judgment; The system continuously monitors the status of the wired communication lines between the primary loads (steer-by-wire 01, brake-by-wire 02, vehicle controller 03, and driver assistance controller 04). If a "primary load line abnormality" is determined, i.e., an open circuit, short circuit, or signal interruption occurs in the wired communication line of any primary load, the system proceeds to step 206 to perform an emergency avoidance operation; if the line status is normal, the system maintains the current status and continues monitoring.
[0084] Step 207: Shut down the level 3 and level 4 loads.
[0085] When an abnormal condition is triggered in the primary load circuit, the vehicle control unit (VCU) and driver assistance control unit (ADAS) send emergency control commands to the area controllers (ZCU1 / ZCU2) via the still available communication links. The system first prompts a "low-voltage system fault," and the area controllers (ZCU1 and ZCU2) simultaneously execute energy reduction strategies for the tertiary and quaternary loads. In extreme scenarios (complete failure of both DC-DC converters, complete failure of both batteries, or abnormal primary load circuit), the tertiary / quaternary entertainment and comfort loads are directly shut down, completely cutting off power supply. At the same time, the vehicle enters an ultra-low power consumption mode, concentrating all available electrical energy to supply the primary core loads, ensuring maximum power protection for the subsequent steering, pulling over, and braking to a stop.
[0086] Step 208, Emergency Pull-Over Control; After the Level 3 / 4 entertainment and comfort loads are shut down, an "immediately pull over" operation is executed. The vehicle controller 03 and the driver assistance controller 04 control the steer-by-wire 01 to steer the vehicle to the side of the road, while simultaneously controlling the brake-by-wire 02 to apply braking force to decelerate the vehicle until it comes to a complete stop. During this process, the wireless power supply mode and wireless communication mode of the battery and Level 1 loads are officially activated, ensuring that the steer-by-wire 01 and brake-by-wire 02 receive wireless redundancy in both power supply and communication dimensions.
[0087] The embodiments of this application form a multi-dimensional safety assurance system with hierarchical management, wired and wireless dual redundant power supply, wired and wireless dual redundant communication, and dual controller redundant decision-making, which significantly improves the survivability and safety level of intelligent assisted driving vehicles in extreme scenarios.
[0088] This application also provides a vehicle that includes the vehicle power supply control system described above. The vehicle can implement the various functions of the vehicle power supply control system embodiments described above and achieve the same technical effects. To avoid repetition, it will not be described again here.
[0089] In this document, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process that includes a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process. Without further limitation, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process of including that element. Furthermore, the scope of the system in the embodiments of this application is not limited to performing functions in the order shown or discussed, but may also include performing functions substantially simultaneously or in reverse order, and various steps may be added, omitted, or combined. Additionally, features described with reference to certain examples may be combined in other examples.
[0090] Through the above description of the embodiments, those skilled in the art can clearly understand that the above embodiments can be implemented by means of software plus necessary general-purpose hardware platforms. Of course, they can also be implemented by hardware, but in many cases the former is a better implementation method. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product is stored in a storage medium (such as ROM / RAM, magnetic disk, optical disk) and includes several instructions to cause a terminal (which may be a mobile phone, computer, server, air conditioner, or network device, etc.) to execute the system described in the various embodiments of this application.
[0091] The embodiments of this application have been described above with reference to the accompanying drawings. However, this application is not limited to the specific embodiments described above. The specific embodiments described above are merely illustrative and not restrictive. Those skilled in the art can make many other forms under the guidance of this application without departing from the spirit and scope of the claims, and all of these forms are within the protection scope of this application.
Claims
1. A power supply control system for a vehicle, characterized by comprising: include: The system includes multiple loads, which are divided into multiple safety levels. The first load with the highest safety level includes a steer-by-wire system, a brake-by-wire system, a vehicle controller, and a driver assistance controller. The communication modes between the first loads include wired communication and wireless communication, with the wireless communication mode activated in case of an anomaly in the wired communication mode. The system also includes a power supply module, which has a lower safety level than the first loads. The power supply module is used to supply power to other loads besides itself; the power supply module includes at least two batteries, and the power supply modes of the at least two batteries to the first load include wired power supply mode and wireless power supply mode; the wireless power supply mode is activated in the event of an abnormality in the wired power supply mode; The vehicle controller and the driving assistance controller are used to control the steer-by-wire and the brake-by-wire according to the working state of the power supply module and the communication line status between the first loads; the communication line status between the first loads includes: the communication line status between the vehicle controller and the steer-by-wire, the communication line status between the vehicle controller and the brake-by-wire, the communication line status between the driving assistance controller and the steer-by-wire, and the communication line status between the driving assistance controller and the brake-by-wire.
2. The vehicle power supply control system according to claim 1, characterized by The power supply module also includes at least two low-voltage converters; The vehicle controller is used to control the brake-by-wire to brake the vehicle so that the vehicle speed is less than or equal to a preset speed when some of the at least two low-voltage converters are malfunctioning and some are functioning normally.
3. The vehicle power supply control system according to claim 2, characterized in that, The vehicle controller and the driving assistance controller are used to control the steer-by-wire device to steer the vehicle to the side of the road and to control the brake-by-wire device to stop the vehicle in the event that at least two low-voltage converters are malfunctioning, or at least two batteries are malfunctioning, or the communication line of any first load is malfunctioning.
4. The vehicle power supply control system according to claim 2, characterized in that, The vehicle controller is also configured to pre-start the wireless power supply mode of the at least two batteries and the wireless communication mode of the first load when some of the at least two low-voltage converters are abnormal and some of the low-voltage converters are normal.
5. The vehicle power supply control system according to claim 2, characterized in that, The plurality of loads also includes a second load of a second safety level, the second load comprising: a zone controller; each low-voltage converter and each battery being connected to other loads besides the power supply module via the zone controller; The area controller is used to acquire a preset power supply strategy; the preset power supply strategy is used to indicate the target safety level of the load to be powered; and the target safety level load is powered through the at least two low-voltage converters and the at least two batteries.
6. The vehicle power supply control system according to claim 5, characterized in that, The area controller includes multiple electronic fuses, one end of which is connected to the multiple loads respectively, and the other end of which is connected to a low-voltage converter and a battery. The area controller is configured to control the connection of the electronic fuse corresponding to the load of the target safety level according to the preset power supply strategy, so as to supply power to the load of the target safety level through the low-voltage converter and the battery; and to disconnect the electronic fuse in the event of an abnormal load connection.
7. The vehicle power supply control system according to claim 6, characterized in that, The area controller also includes an isolating switch; one end of the isolating switch is connected to the plurality of electronic fuses, and the other end is connected to a low-voltage converter and a battery; The area controller is configured to disconnect the isolating switch connected to the at least two low-voltage converters or the at least two batteries in the event of an abnormality.
8. The vehicle power supply control system according to claim 5, characterized in that, The plurality of loads also includes a third load of the third security level and a fourth load of the fourth security level, wherein the third load and the fourth load include: entertainment load and comfort load; The area controller is configured to reduce the power consumption of the entertainment load and the comfort load when some of the at least two low-voltage converters malfunction and some of the low-voltage converters are functioning normally.
9. The vehicle power supply control system according to claim 8, characterized in that, The area controller is configured to shut down the entertainment load and the comfort load if at least two low-voltage converters malfunction, or at least two batteries malfunction, or the communication line of any first load malfunctions.
10. A vehicle, characterized in that, Including the vehicle power supply control system as described in any one of claims 1-9.