Vehicle energy supply control method and device, vehicle, storage medium and program product

Abstract

The application relates to a vehicle energy supply control method and device, a vehicle, a storage medium and a program product. The method comprises the following steps: in response to the vehicle being in a first operation mode and the state of charge of a first storage battery of the vehicle satisfying a preset charge condition, taking the first storage battery and a first power consumption device of the vehicle as a priority energy supply object of the vehicle; in response to the state of charge of the first storage battery not satisfying the preset charge condition or the vehicle being in a second operation mode, determining the priority energy supply object of the vehicle according to the power consumption of the first storage battery of the vehicle, the power consumption of a second storage battery of the vehicle and the power consumption of a first voltage reduction type direct current converter of the vehicle; the voltage of the second storage battery is greater than the voltage of the first storage battery; and photovoltaic power generated by a photovoltaic panel of the vehicle is supplied to the priority energy supply object through a solar energy controller of the vehicle. The method can improve the utilization rate of vehicle-mounted photovoltaic energy.

Description

Technical Field

[0001] This application relates to the field of new energy vehicle technology, and in particular to a vehicle power supply control method, device, vehicle, storage medium, and program product. Background Technology

[0002] With the iterative upgrade of electric vehicle technology, photovoltaic solar energy, as a new technology, has been applied to vehicles, enabling seamless power replenishment of onboard batteries and devices and improving the vehicle's range.

[0003] When conventional vehicle-mounted photovoltaic systems supply energy, they usually prioritize charging the high-voltage power battery. Therefore, an additional voltage boosting stage is needed to convert the low-voltage DC power from the photovoltaic system into high-voltage power before supplying energy. Multiple voltage conversion stages lead to increased energy conversion losses, resulting in low utilization of vehicle-mounted photovoltaic energy. Summary of the Invention

[0004] Based on this, this application addresses the aforementioned technical problems by providing a vehicle power supply control method, device, new energy vehicle, computer-readable storage medium, and computer program product that can improve the utilization rate of on-board photovoltaic energy.

[0005] In a first aspect, this application provides a vehicle power supply control method, including:

[0006] In response to the vehicle being in a first operating mode and the state of charge of the vehicle's first battery meeting preset charging conditions, the first battery and the vehicle's first electrical device are designated as priority power supply objects for the vehicle.

[0007] In response to the first battery's state of charge not meeting the preset charging condition, or the vehicle being in a second operating mode, the vehicle's priority power supply target is determined based on the power consumption of the vehicle's first battery, the power consumption of the vehicle's second battery, and the power consumption of the vehicle's first step-down DC-DC converter; the voltage of the second battery is greater than the voltage of the first battery.

[0008] The photovoltaic power generated by the vehicle's photovoltaic panels is supplied to the priority energy recipient via the vehicle's solar controller.

[0009] The aforementioned vehicle power supply control method has at least the following beneficial effects: it can dynamically adjust the power supply priority according to the vehicle's operating mode and the battery's state of charge. When the vehicle is in the first operating mode and the state of charge of the first battery meets the preset charging conditions, priority is given to ensuring the photovoltaic power supply to the first battery and the first electrical equipment. When the state of charge of the first battery does not meet the preset charging conditions or the vehicle is in the second operating mode, the power consumption of the first battery, the second battery, and the first step-down DC converter are comprehensively considered to determine the optimal priority power supply target. Then, the photovoltaic power generated by the photovoltaic panel is supplied to the determined priority power supply target through the solar controller, reducing power conversion losses and transmission losses, optimizing the vehicle's energy distribution strategy, realizing the efficient utilization of clean energy, and effectively improving the utilization rate of onboard photovoltaic energy.

[0010] In an optional embodiment of the first aspect, after designating the first battery and the first electrical device of the vehicle as priority power sources for the vehicle, the method further includes:

[0011] When the photovoltaic power is supplied to the priority power source via the solar controller, the power consumption of the vehicle's second electrical device is combined with the power consumption of the second battery to obtain a first total power consumption; the voltage of the second electrical device is greater than the voltage of the first electrical device.

[0012] Based on the comparison between the first total power consumption and the upper limit of the power consumption of the first buck DC converter, the redundant power supply object or the priority power supply object of the vehicle is determined; the first buck DC converter is used to characterize a DC converter that reduces the first voltage DC power of the vehicle's power battery to a second voltage DC power; the voltage of the first voltage DC power is higher than the voltage of the second voltage DC power.

[0013] In this embodiment, at least the following beneficial effects are achieved: when photovoltaic power is supplied to the priority energy supply object through the solar controller, the vehicle's redundant energy supply object or priority energy supply object is determined based on the comparison result between the first total power consumption of the second electrical equipment and the second battery and the upper limit of the power consumption of the first step-down DC converter. The vehicle's energy distribution strategy is flexibly adjusted, which avoids the first step-down DC converter from overloading and also improves the utilization rate of vehicle photovoltaic energy.

[0014] In an optional embodiment of the first aspect, determining the redundant power supply target or the priority power supply target of the vehicle based on a comparison between the first total power consumption and the upper limit of the power consumption of the first buck DC-DC converter includes:

[0015] In response to the first total power consumption being greater than or equal to the upper limit of the power consumption of the first step-down DC converter, the second battery and the second electrical equipment are used as redundant power supply objects for the vehicle.

[0016] The redundant power of the photovoltaic power and the redundant power of the vehicle's second step-down DC converter are supplied to the redundant power supply object via the vehicle's bidirectional DC converter; the second step-down DC converter is used to characterize the DC converter that reduces the first voltage DC power of the power battery to a third voltage DC power; the voltage of the third voltage DC power is lower than the voltage of the second voltage DC power.

[0017] In this embodiment, at least the following beneficial effects are achieved: if the first total power consumption is greater than or equal to the upper limit of the power consumption of the first buck DC converter, the surplus redundant power of the photovoltaic power and the redundant power of the second buck DC converter are used to deliver power to the redundant power supply object through the bidirectional DC converter. This fully utilizes the redundant power supply capabilities of the photovoltaic power and the on-board multi-channel DC converter, optimizes the vehicle's energy distribution strategy, and solves the problem of significant energy loss caused by the need for power boosting and bucking conversion when prioritizing power supply to the power battery in related technologies. This improves the utilization rate of on-board photovoltaic energy.

[0018] In an optional embodiment of the first aspect, determining the redundant power supply target or the priority power supply target of the vehicle based on a comparison between the first total power consumption and the upper limit of the power consumption of the first buck DC-DC converter further includes:

[0019] In response to the fact that the first total power consumption is less than the upper limit of the power consumption of the first buck DC converter, the first battery and the first electrical equipment continue to be the priority power supply objects for the vehicle.

[0020] In this embodiment, at least the following beneficial effects are achieved: if the first total power consumption is less than the maximum power consumption of the first step-down DC converter, the first battery and the first electrical device continue to be the priority power supply objects, ensuring that the priority power supply objects continue to obtain power first, ensuring that the first battery and the first electrical device on the low-voltage side obtain energy first, reducing energy conversion links, thereby reducing energy conversion losses and improving the utilization rate of vehicle photovoltaic energy.

[0021] In an optional embodiment of the first aspect, determining the vehicle's priority power supply target based on the power consumption of the vehicle's first battery, the power consumption of the vehicle's second battery, and the power consumption of the vehicle's first step-down DC-DC converter includes:

[0022] The power consumption of the first battery and the power consumption of the second battery are combined to obtain the total power consumption of the batteries.

[0023] In response to the fact that the total power consumption of the battery exceeds the upper limit of the power consumption of the first step-down DC converter, the first battery and the first electrical device are designated as the priority power supply objects for the vehicle.

[0024] In response to the fact that the total power consumption of the battery is less than or equal to the upper limit of the power consumption of the first step-down DC-DC converter, the priority power supply object of the vehicle is determined based on the power consumption of the first battery, the power consumption of the first electrical device, and the power consumption of the vehicle's bidirectional DC-DC converter.

[0025] In this embodiment, at least the following beneficial effects are achieved: when the vehicle is in the second operating mode, or when the state of charge of the vehicle's first battery is greater than or equal to a preset state of charge threshold, the total power consumption of the first and second batteries is compared with the upper limit of the power consumption of the first step-down DC-DC converter. If the total power consumption of the batteries is greater than the maximum power consumption of the first step-down DC-DC converter, then the first battery and the first electrical device continue to be the priority power supply targets for the vehicle. If the total power consumption of the batteries is less than or equal to the maximum power consumption of the first step-down DC-DC converter, then the comparison is continued based on the power consumption of the first battery, the power consumption of the first electrical device, and the power consumption of the bidirectional DC-DC converter to determine the optimal priority power supply target. This optimizes the energy allocation strategy and helps to improve the utilization rate of on-board photovoltaic energy.

[0026] In an optional embodiment of the first aspect, determining the vehicle's priority power supply target based on the power consumption of the first storage battery, the power consumption of the vehicle's first electrical equipment, and the power consumption of the bidirectional DC-DC converter includes:

[0027] The power consumption of the first battery and the power consumption of the first electrical device are combined to obtain the second total power consumption.

[0028] In response to the fact that the second total power consumption is greater than the upper limit of the power consumption of the bidirectional DC converter, the first battery and the first electrical equipment are designated as the priority power supply objects for the vehicle.

[0029] In response to the fact that the second total power consumption is less than or equal to the upper limit of the power consumption of the bidirectional DC-DC converter, the vehicle's power battery is designated as the vehicle's priority power source.

[0030] In this embodiment, at least the following beneficial effects are achieved: by integrating the power consumption of the first battery and the first electrical device to obtain the second total power consumption, the priority power supply object is determined based on the relationship between the second total power consumption and the upper limit of the power consumption of the bidirectional DC-DC converter. When the second total power consumption is greater than the upper limit, the first battery and the first electrical device continue to be the priority power supply objects to avoid overload operation of the bidirectional DC-DC converter. When the second total power consumption is less than or equal to the upper limit, the power battery is switched to be the priority power supply object, giving full play to the energy storage advantages of the power battery. After ensuring the power load of the low-voltage side battery and the electrical device, the vehicle's power battery is then charged and stored. This solves the problem of high energy loss caused by the need for voltage boosting and bucking conversion when prioritizing power supply to the power battery in related technologies, thereby improving the utilization rate of vehicle photovoltaic energy.

[0031] In an optional embodiment of the first aspect, after prioritizing the use of the vehicle's power battery as the vehicle's primary power source, the method further includes:

[0032] The photovoltaic power generated by the photovoltaic panel is input to the vehicle's second step-down DC-DC converter via the solar controller. The photovoltaic power is then boosted by the second step-down DC-DC converter to obtain boosted photovoltaic power.

[0033] The boosted photovoltaic power is supplied to the power battery;

[0034] The electrical energy output from the power battery is supplied to the first battery and the second battery via the first step-down DC-DC converter.

[0035] In this embodiment, at least the following beneficial effects are achieved: the photovoltaic power is fed into the second step-down DC-DC converter by the solar controller to complete the voltage boosting process, and the boosted photovoltaic power is charged into the power battery. Then, the power battery supplies power to the first and second batteries through the first step-down DC-DC converter. This can improve the voltage level of the photovoltaic power, match the charging voltage requirements of the power battery, significantly improve the recycling rate of photovoltaic power, reduce the line loss caused by direct low-voltage transmission of photovoltaic power, realize the efficient storage of photovoltaic clean energy, rely on the power battery as an intermediate energy storage hub to uniformly distribute power, simplify the photovoltaic charging circuit of multiple batteries, reduce the hardware cost caused by multiple independent charging circuits, ensure the stable charging voltage of the two batteries, and improve the power supply stability and energy utilization efficiency of the vehicle's photovoltaic energy storage.

[0036] Secondly, this application also provides a vehicle power supply control device, comprising:

[0037] The first mode module is used to respond to the vehicle being in a first operating mode and the state of charge of the vehicle's first battery meeting a preset charge condition, by making the first battery and the vehicle's first electrical equipment the priority power supply objects for the vehicle.

[0038] The second mode module is used to determine the vehicle's priority power supply target based on the power consumption of the vehicle's first battery, the power consumption of the vehicle's second battery, and the power consumption of the vehicle's first step-down DC-DC converter, in response to the first battery's state of charge not meeting the preset charge condition, or the vehicle being in a second operating mode; wherein the voltage of the second battery is greater than the voltage of the first battery.

[0039] A photovoltaic power supply module is used to supply the photovoltaic power generated by the vehicle's photovoltaic panels to the priority power recipient via the vehicle's solar controller.

[0040] Thirdly, this application also provides a new energy vehicle, including a memory and a processor, wherein the memory stores a computer program, and the processor executes the computer program to implement the steps of any of the methods described above.

[0041] Fourthly, this application also provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the steps of the method described above.

[0042] Fifthly, this application also provides a computer program product, including a computer program that, when executed by a processor, implements the steps of the method described in any of the above aspects.

[0043] Regarding the beneficial effects of any of the technical solutions in the second to fifth aspects mentioned above, refer to the beneficial effects of the corresponding technical solutions in the first aspect; repeated examples will not be listed here. Attached Figure Description

[0044] To more clearly illustrate the technical solutions in the embodiments of this application or related technologies, the drawings used in the description of the embodiments of this application or related technologies will be briefly introduced below. Obviously, the drawings described below are some embodiments of this application. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0045] Figure 1 This is a schematic diagram illustrating an optional application environment for the flow of vehicle-mounted photovoltaic energy in one embodiment.

[0046] Figure 2 This is a schematic diagram of an optional process for a vehicle power supply control method in one embodiment;

[0047] Figure 3 This is a schematic diagram of an optional energy flow path for a first power supply mode in one embodiment;

[0048] Figure 4 This is an optional flowchart illustrating a step in one embodiment to determine redundant power supply objects by comparing the first total power consumption with the upper limit of the power consumption of the first buck DC converter.

[0049] Figure 5 This is a schematic diagram of an optional energy flow path for a third energy supply mode in one embodiment;

[0050] Figure 6 This is a schematic diagram of an optional energy flow path for a second energy supply mode in one embodiment;

[0051] Figure 7 This is a schematic diagram of another optional process for the vehicle power supply control method in one embodiment;

[0052] Figure 8 This is a schematic diagram of another optional process for the vehicle power supply control method in one embodiment;

[0053] Figure 9 This is a schematic diagram of an optional structure of the vehicle power supply control device in one embodiment;

[0054] Figure 10 This is a schematic diagram of an optional internal structure of a new energy vehicle in one embodiment. Detailed Implementation

[0055] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are for illustrative purposes only and are not intended to limit the scope of this application.

[0056] The terms "first," "second," etc., used in this application may be used to describe various elements, but these elements are not limited by these terms. These terms are used only to distinguish the first element from the second element. The terms "comprising" and "having," and any variations thereof, used in this application, are intended to cover non-exclusive inclusion. The term "multiple" used in this application refers to two or more. The term "and / or" used in this application refers to one of the embodiments, or any combination of multiple embodiments.

[0057] The vehicle power supply control method provided in this application embodiment can be applied to, for example... Figure 1 The diagram shown illustrates the application environment of vehicle-mounted photovoltaic energy transfer. Figure 1As shown, the vehicle includes a photovoltaic panel, a solar controller, a power battery, a first storage battery, a first electrical device, a second battery, a second electrical device, a first step-down DC-DC converter, a second step-down DC-DC converter, and a bidirectional DC-DC converter. The output of the photovoltaic panel is connected to the input of the solar controller; the output of the solar controller is connected to the common bus of the first storage battery and the first electrical device; the common bus of the first storage battery and the first electrical device is connected to the common bus of the second storage battery and the second electrical device via the bidirectional DC-DC converter; the common bus of the first storage battery and the first electrical device is also connected to one end of the first step-down DC-DC converter; the other end of the first step-down DC-DC converter is connected to the high-voltage bus of the power battery; the high-voltage bus of the power battery is also connected to one end of the second step-down DC-DC converter; the other end of the second step-down DC-DC converter is also connected to the common bus of the second storage battery and the second electrical device.

[0058] In one exemplary embodiment, such as Figure 2 As shown, a vehicle power supply control method is provided, which is applied to... Figure 1 The following steps, S201 to S203, will be used as an example for illustration. Wherein:

[0059] In step S201, in response to the vehicle being in the first operating mode and the state of charge of the vehicle's first battery meeting the preset charging conditions, the first battery and the vehicle's first electrical equipment are designated as the vehicle's priority power supply targets.

[0060] The first operating mode refers to one of the vehicle's operating modes. For example, the first operating mode could be the driving mode.

[0061] The first battery refers to the vehicle's low-voltage battery. For example, the first battery could be a 12V low-voltage battery.

[0062] The first electrical device refers to the vehicle's low-voltage electrical equipment. For example, the first electrical device can be a 12V low-voltage electrical device.

[0063] The preset charging condition refers to the condition for determining the state of charge (SOC) of the first battery. For example, the preset charging condition could be that the SOC is less than a preset SOC threshold (such as 95%). The SOC threshold can be flexibly set according to the battery type and management requirements.

[0064] For example, the vehicle's operating mode is determined; if the vehicle is in the first operating mode (e.g., driving mode) and the state of charge of the vehicle's first battery is less than a preset state of charge threshold (e.g., SOC < 95% for a 12V low-voltage battery), then the vehicle enters the first power supply mode, which means that the first battery and the vehicle's first electrical equipment are the vehicle's priority power supply targets.

[0065] Among them, priority functional objects refer to the devices or loads with the highest power supply priority.

[0066] The state of charge threshold can be set and adjusted according to the battery type and management requirements.

[0067] In step S202, in response to the first battery's state of charge not meeting the preset charging conditions, or the vehicle being in the second operating mode, the vehicle's priority power supply object is determined based on the power consumption of the vehicle's first battery, the power consumption of the vehicle's second battery, and the power consumption of the vehicle's first step-down DC-DC converter; the voltage of the second battery is greater than the voltage of the first battery.

[0068] The second operating mode refers to another operating mode of the vehicle. For example, the second operating mode could be the parking mode.

[0069] The second battery refers to the vehicle's low-voltage battery. For example, the second battery could be a 48V low-voltage battery.

[0070] The first step-down DC-DC converter can be a DC-DC converter that converts high-voltage DC power into stable low-voltage (e.g., 48V) DC power. For example, the first step-down DC-DC converter can be a high-voltage to 48V DC-DC (Direct Current to Direct Current) power module.

[0071] For example, if the vehicle is in a second operating mode (such as parking mode), or if the state of charge of the vehicle's first battery is greater than or equal to a preset state of charge threshold (such as SOC ≥ 95% for a 12V low-voltage battery), the vehicle needs to further determine the power consumption to prioritize power supply. For example, the vehicle can determine whether to enter the first power supply mode or the second power supply mode based on the power consumption of the first battery, the power consumption of the vehicle's second battery, and the power consumption of the vehicle's first step-down DC-DC converter, thereby determining the vehicle's priority power supply.

[0072] Step S203: The photovoltaic power generated by the vehicle's photovoltaic panels is supplied to the priority energy recipients via the vehicle's solar controller.

[0073] Photovoltaic panels convert absorbed light energy (such as sunlight) into electrical energy (such as direct current) through the photovoltaic effect. The electrical energy generated by photovoltaic panels is also called photovoltaic electricity.

[0074] Among them, the solar controller can be an MPPT (Maximum Power Point Tracking) solar controller.

[0075] For example, after determining the vehicle's priority energy recipients, the vehicle can prioritize supplying photovoltaic power generated by the photovoltaic panels to the priority energy recipients via the vehicle's solar controller.

[0076] for example, Figure 3 This diagram illustrates the energy flow path in the first energy supply mode. In this mode, the first battery and the vehicle's primary electrical equipment are prioritized for energy supply. The electricity generated by the photovoltaic panels is directly supplied to the first battery and the primary electrical equipment via the solar controller, prioritizing the stability of the low-voltage system's power supply. In this first energy supply mode, the power conversion process is minimized, resulting in minimal energy loss and maximum utilization of the photovoltaic system.

[0077] The aforementioned vehicle power supply control method can dynamically adjust the power supply priority based on the vehicle's operating mode and the battery's state of charge. When the vehicle is in the first operating mode and the state of charge of the first battery meets the preset charging conditions, priority is given to ensuring the photovoltaic power supply to the first battery and the first electrical device. When the state of charge of the first battery does not meet the preset charging conditions or the vehicle is in the second operating mode, the power consumption of the first battery, the second battery, and the first step-down DC converter are comprehensively considered to determine the optimal priority power supply target. Then, the photovoltaic power generated by the photovoltaic panel is supplied to the determined priority power supply target through the solar controller, reducing power conversion losses and transmission losses, optimizing the vehicle's energy distribution strategy, realizing the efficient utilization of clean energy, and effectively improving the utilization rate of onboard photovoltaic energy.

[0078] In one exemplary embodiment, such as Figure 4 As shown, in step S201 above, after prioritizing the first battery and the vehicle's first electrical equipment as the vehicle's energy supply targets, the method further includes a step of determining redundant energy supply targets by comparing the total first electrical power consumption with the upper limit of the electrical power consumption of the first step-down DC-DC converter. Specifically, this includes the following:

[0079] Step S401: When photovoltaic power is supplied to the priority power recipient via the solar controller, the power consumption of the vehicle's second electrical device is combined with the power consumption of the second battery to obtain the first total power consumption; the voltage of the second electrical device is greater than the voltage of the first electrical device.

[0080] The second electrical equipment refers to the low-voltage electrical equipment in the vehicle. For example, the second electrical equipment can be a 48V low-voltage electrical device.

[0081] The second battery refers to the vehicle's low-voltage battery. For example, the second battery could be a 48V low-voltage battery.

[0082] For example, when the vehicle enters the first power supply mode, that is, when the first battery and the vehicle's first electrical equipment are the priority power supply targets of the vehicle, and the photovoltaic power generated by the photovoltaic panel is preferentially supplied to the first battery and the vehicle's first electrical equipment through the solar controller, the power consumption of the vehicle's second electrical equipment is combined with the power consumption of the second battery to obtain the first total power consumption (for example, the first total power consumption = the power consumption of the 48V battery + the power consumption of the 48V electrical equipment). The first total power consumption is used to determine whether the energy demand of the first battery and the vehicle's first electrical equipment is fully met, and whether the power supply demand of the second electrical equipment and the second battery exceeds the output capacity of the first step-down DC converter.

[0083] Step S402: Based on the comparison result between the first total power consumption and the upper limit of the power consumption of the first buck DC converter, determine the redundant power supply object or the priority power supply object of the vehicle; the first buck DC converter is used to characterize the DC converter that reduces the first voltage DC power of the vehicle's power battery to the second voltage DC power; the voltage of the first voltage DC power is higher than the voltage of the second voltage DC power.

[0084] The first voltage DC power can be high voltage DC power. The second voltage DC power can be low voltage DC power.

[0085] Among them, redundant energy supply targets refer to the targets to which surplus photovoltaic power is supplied.

[0086] For example, the first total power consumption is compared with the upper limit of the power consumption of the first buck DC-DC converter to obtain a comparison result between the first total power consumption and the upper limit of the power consumption of the first buck DC-DC converter; then, based on the comparison result between the first total power consumption and the upper limit of the power consumption of the first buck DC-DC converter, the redundant power supply object of the vehicle is determined. If there is no redundant power supply object, the priority power supply object of the vehicle is determined.

[0087] For example, suppose a first step-down DC-DC converter is used to supply power to electrical equipment and batteries on one side. If the power demand of these devices and batteries exceeds the power supply capacity of the first step-down DC-DC converter, then these devices and batteries can be designated as redundant power sources, supplementing their power supply with redundant photovoltaic power and / or other redundant power. Of course, the first step-down DC-DC converter can continue to supply power to the redundant power sources.

[0088] In this embodiment, when photovoltaic power is supplied to the priority energy recipient via the solar controller, the vehicle's redundant energy recipient or priority energy recipient is determined based on the comparison between the total power consumption of the second electrical equipment and the second battery and the upper limit of the power consumption of the first step-down DC converter. The vehicle's energy distribution strategy is flexibly adjusted, which avoids overload conditions of the first step-down DC converter and improves the utilization rate of vehicle-mounted photovoltaic energy.

[0089] In one exemplary embodiment, such as Figure 4 As shown, step S402 above, based on the comparison result between the first total power consumption and the upper limit of the power consumption of the first step-down DC converter, determines the redundant power supply target or the priority power supply target of the vehicle, including the following:

[0090] In step S4021, in response to the first total power consumption being greater than or equal to the upper limit of the power consumption of the first step-down DC converter, the second battery and the second electrical equipment are used as redundant power supply objects for the vehicle.

[0091] For example, if the first total power consumption is greater than or equal to the upper limit of the power consumption of the first step-down DC-DC converter (e.g., the power consumption of the 48V battery + the power consumption of the 48V electrical equipment = the first total power consumption ≥ the maximum power consumption of the high-voltage to 48V DC-DC converter), it means that the power supply capacity of the first step-down DC-DC converter cannot meet the power demand of the second battery and the second electrical equipment. Then the vehicle enters the third power supply mode, that is, the second battery and the second electrical equipment are used as redundant power supply objects for the vehicle.

[0092] The upper limit of the power consumption of the first buck DC-DC converter refers to the maximum power consumption of the first buck DC-DC converter, which is also the maximum load that the first buck DC-DC converter can handle. The maximum power consumption of the first buck DC-DC converter can be 3kW.

[0093] Step S4022: The redundant power of photovoltaic power and the redundant power of the vehicle's second step-down DC converter are supplied to the redundant power supply object through the vehicle's bidirectional DC converter; the second step-down DC converter is used to characterize the DC converter that reduces the first voltage DC power of the power battery to the third voltage DC power; the voltage of the third voltage DC power is lower than the voltage of the second voltage DC power.

[0094] The third voltage DC power supply can be a low-voltage DC power supply. Therefore, the second buck DC-DC converter can be a DC-DC converter that converts high-voltage DC power into stable low-voltage (e.g., 12V) DC power. For example, the second buck DC-DC converter can be a high-voltage to 12V DC-DC converter (Direct Current to Direct Current, DC to DC power supply module).

[0095] A bidirectional DC-DC converter refers to a DC-DC converter used to convert between a second voltage DC-DC and a third voltage DC-DC. For example, a bidirectional DC-DC converter can be a 48V / 12V bidirectional DC-DC converter. In practical applications, the first buck DC-DC converter, the second buck DC-DC converter, and the bidirectional DC-DC converter can of course use DC-DC converters of other voltages or other power levels, by adjusting the power judgment threshold in the embodiment accordingly. For example, an architecture of a first buck DC-DC converter, a second buck DC-DC converter, and a bidirectional DC-DC converter can be used, such as a high-voltage to 48V DC-DC + high-voltage to 12V DC-DC + 48V / 12V bidirectional DC-DC converter architecture. Alternatively, an architecture of a first buck DC-DC converter and a second buck DC-DC converter can be used (i.e., omitting the bidirectional DC-DC converter), such as a high-voltage to 48V DC-DC + high-voltage to 12V DC-DC architecture. It is understood that, regardless of the architecture, the energy flow principle of prioritizing the supply of photovoltaic power to the 12V low-voltage side remains unchanged.

[0096] For example, when the vehicle enters the third power supply mode, the photovoltaic power (or the redundant photovoltaic power) and the redundant power of the vehicle's second step-down DC-DC converter are transferred through the vehicle's bidirectional DC-DC converter to power the redundant power supply objects. Of course, the first step-down DC-DC converter can continue to power the redundant power supply objects.

[0097] For example, Figure 5 This is a schematic diagram of the energy flow path for the third energy supply mode. When the low-voltage power supply demand of the 12V side (such as 12V low-voltage batteries and 12V low-voltage electrical equipment) is met, if the power demand of the 48V low-voltage side (such as 48V low-voltage batteries and 48V low-voltage electrical equipment) exceeds the power output capacity of the high-voltage to 48V DC-DC converter, then photovoltaic power (or redundant photovoltaic power) and redundant power from the high-voltage to 12V DC-DC converter will flow to the 48V low-voltage side through the vehicle's bidirectional DC-DC converter to supply power to the 48V low-voltage batteries and 48V low-voltage electrical equipment on the 48V low-voltage side.

[0098] It should be noted that 48V low-voltage electrical equipment such as steering-by-wire and brake-by-wire systems generate short-term high-power demands during sharp steering and full braking. Therefore, the output capacity of a high-voltage to 48V DC-DC converter may not be sufficient to meet the power demands of the 48V low-voltage side. To address this, a 48V / 12V bidirectional DC-DC converter can transfer redundant energy from the 12V low-voltage side to the 48V low-voltage side to meet its low-voltage power requirements. Meanwhile, the power demands of 12V low-voltage side equipment are more stable, making it less likely that the 12V low-voltage side's power needs will be insufficient.

[0099] In this embodiment, if the first total power consumption is greater than or equal to the upper limit of the power consumption of the first buck DC converter, the surplus redundant power of the photovoltaic power and the redundant power of the second buck DC converter are used to deliver power to the redundant power supply object through the bidirectional DC converter. This fully utilizes the redundant power supply capabilities of the photovoltaic power and the on-board multi-channel DC converter, optimizes the vehicle's energy distribution strategy, and solves the problem of significant energy loss caused by the need for power boosting and bucking conversion when prioritizing power supply to the power battery in related technologies. This improves the utilization rate of on-board photovoltaic energy.

[0100] In one exemplary embodiment, such as Figure 4 As shown, step S402 above, based on the comparison result between the first total power consumption and the upper limit of the power consumption of the first step-down DC converter, determines the redundant power supply target or the priority power supply target of the vehicle, including the following:

[0101] In step S4023, in response to the fact that the first total power consumption is less than the upper limit of the power consumption of the first step-down DC converter, the first battery and the first electrical equipment continue to be the priority power supply objects for the vehicle.

[0102] For example, if the first total power consumption is less than the upper limit of the power consumption of the first step-down DC-DC converter (power consumption of the 48V battery + power consumption of the 48V electrical equipment = first total power consumption < maximum power consumption of the high-voltage to 48V DC-DC converter), it means that the power supply capacity output by the first step-down DC-DC converter can meet the power demand of the second battery and the second electrical equipment. In this case, the vehicle continues to execute the first power supply mode, that is, the photovoltaic power generated by the vehicle's photovoltaic panels continues to be supplied to the first battery and the first electrical equipment through the vehicle's solar controller.

[0103] In this embodiment, if the total first power consumption is less than the maximum power consumption of the first step-down DC converter, the first battery and the first electrical device will continue to be the priority power supply objects, ensuring that the priority power supply objects continue to obtain power first, ensuring that the first battery and the first electrical device on the low-voltage side obtain energy first, reducing energy conversion links, thereby reducing energy conversion losses and improving the utilization rate of vehicle photovoltaic energy.

[0104] In an exemplary embodiment, step S202 above, determining the vehicle's priority power supply targets based on the power consumption of the vehicle's first battery, the power consumption of the vehicle's second battery, and the power consumption of the vehicle's first step-down DC-DC converter, includes the following: merging the power consumption of the first battery and the power consumption of the second battery to obtain the total power consumption of the batteries; in response to the total power consumption of the batteries being greater than the upper limit of the power consumption of the first step-down DC-DC converter, designating the first battery and the first electrical device as the vehicle's priority power supply targets; and in response to the total power consumption of the batteries being less than or equal to the upper limit of the power consumption of the first step-down DC-DC converter, determining the vehicle's priority power supply targets based on the power consumption of the first battery, the power consumption of the first electrical device, and the power consumption of the vehicle's bidirectional DC-DC converter.

[0105] For example, if the vehicle is in a second operating mode (such as parking mode), or if the state of charge of the vehicle's first battery is greater than or equal to a preset state of charge threshold (such as SOC ≥ 95% for a 12V low-voltage battery), then the power consumption of the first battery and the power consumption of the second battery are combined to obtain the total power consumption of the batteries.

[0106] If the total power consumption of the battery exceeds the upper limit of the power consumption of the first step-down DC-DC converter (e.g., the power consumption of the 12V low-voltage battery + the power consumption of the 48V low-voltage battery = total power consumption of the battery > the maximum power consumption of the high-voltage to 48V DC-DC converter), it means that the first step-down DC-DC converter cannot stably support all the low-voltage side loads. In this case, the vehicle continues to execute the first power supply mode, that is, it continues to supply the photovoltaic power generated by the vehicle's photovoltaic panels to the first battery and the first electrical equipment through the vehicle's solar controller to avoid the interruption of the low-voltage side power supply, and then jumps to the above step S401.

[0107] If the total power consumption of the battery is less than or equal to the upper limit of the power consumption of the first step-down DC-DC converter (total power consumption of the battery ≤ maximum power consumption of high voltage to 48V DC-DC converter), it means that the first step-down DC-DC converter can support all low-voltage side loads. Then, the power consumption of the first battery and the power consumption of the first electrical device are compared with the power consumption of the bidirectional DC-DC converter. Based on the comparison result, the priority power supply object of the vehicle is determined.

[0108] In this embodiment, when the vehicle is in the second operating mode, or when the state of charge (SOC) of the vehicle's first battery is greater than or equal to a preset SOC threshold, the total power consumption of the first and second batteries is compared with the upper limit of the power consumption of the first step-down DC-DC converter. If the total battery power consumption is greater than the maximum power consumption of the first step-down DC-DC converter, then the first battery and the first electrical device are continued to be the priority power supply targets for the vehicle. If the total battery power consumption is less than or equal to the maximum power consumption of the first step-down DC-DC converter, then the comparison is continued based on the power consumption of the first battery, the power consumption of the first electrical device, and the power consumption of the bidirectional DC-DC converter to determine the optimal priority power supply target. This optimizes the energy allocation strategy and helps improve the utilization rate of onboard photovoltaic energy.

[0109] In an exemplary embodiment, the above steps, determining the vehicle's priority power supply targets based on the power consumption of the first battery, the power consumption of the vehicle's first electrical device, and the power consumption of the bidirectional DC-DC converter, include the following: merging the power consumption of the first battery and the power consumption of the first electrical device to obtain a second total power consumption; in response to the second total power consumption being greater than the upper limit of the power consumption of the bidirectional DC-DC converter, designating the first battery and the first electrical device as the vehicle's priority power supply targets; and in response to the second total power consumption being less than or equal to the upper limit of the power consumption of the bidirectional DC-DC converter, designating the vehicle's power battery as the vehicle's priority power supply target.

[0110] Among them, the power battery can be a high-voltage power battery.

[0111] For example, if the total power consumption of the battery is less than or equal to the upper limit of the power consumption of the first step-down DC-DC converter (total power consumption of the battery ≤ maximum power consumption of high voltage to 48V DC-DC converter), it means that the first step-down DC-DC converter can support all low-voltage side loads. Then, the power consumption of the first battery and the power consumption of the first electrical device are combined to obtain the second total power consumption.

[0112] The second total power consumption is compared with the upper limit of the power consumption of the bidirectional DC-DC converter. If the second total power consumption is greater than the upper limit of the power consumption of the bidirectional DC-DC converter (for example, the power consumption of the 12V low-voltage battery + the power consumption of the 12V low-voltage electrical equipment = the second total power consumption > the maximum power consumption of the 48V / 12V bidirectional DC-DC converter), it means that the bidirectional DC-DC converter cannot meet the power demand of the first battery and the first electrical equipment (or it can be said that the bidirectional DC-DC converter cannot stably carry the load of the first battery and the first electrical equipment). In this case, the vehicle continues to execute the first power supply mode, that is, the photovoltaic power generated by the vehicle's photovoltaic panels continues to be supplied to the first battery and the first electrical equipment through the vehicle's solar controller.

[0113] If the total power consumption of the second power source is less than or equal to the upper limit of the power consumption of the bidirectional DC-DC converter (for example, the power consumption of the 12V low-voltage battery + the power consumption of the 12V low-voltage electrical equipment = the total power consumption of the second power source ≤ the maximum power consumption of the 48V / 12V bidirectional DC-DC converter), it means that the power demand of the first battery and the first electrical equipment has been met, and then the second power supply mode is entered, that is, the vehicle's power battery is given priority for power supply.

[0114] The upper limit of the power consumption of a bidirectional DC-DC converter refers to its maximum power consumption, which is also the maximum load it can handle. The maximum power consumption of a bidirectional DC-DC converter can be 2kW.

[0115] In this embodiment, the second total power consumption is obtained by integrating the power consumption of the first battery and the first electrical device. Then, the priority power supply object is determined according to the relationship between the second total power consumption and the upper limit of the power consumption of the bidirectional DC-DC converter. When the second total power consumption is greater than the upper limit, the first battery and the first electrical device continue to be the priority power supply objects to avoid overload operation of the bidirectional DC-DC converter. When the second total power consumption is less than or equal to the upper limit, the power battery is switched to be the priority power supply object to give full play to the energy storage advantages of the power battery. After ensuring the power load of the low-voltage side battery and the electrical device, the surplus photovoltaic power can charge and store the power battery of the vehicle. This solves the problem of large energy loss caused by the need for voltage boosting and bucking conversion when prioritizing power supply to the power battery in related technologies, thereby improving the utilization rate of vehicle photovoltaic energy.

[0116] In an exemplary embodiment, after the above steps prioritize the vehicle's power battery as the vehicle's energy source, the method further includes: inputting the photovoltaic power generated by the photovoltaic panel into the vehicle's second step-down DC-DC converter via a solar controller; boosting the photovoltaic power through the second step-down DC-DC converter to obtain boosted photovoltaic power; supplying the boosted photovoltaic power to the power battery; and supplying the power battery with the electrical energy output from the power battery to the first and second storage batteries via a first step-down DC-DC converter.

[0117] When the vehicle operates in the second energy supply mode, that is, when the vehicle's power battery is the primary energy source, the photovoltaic power generated by the photovoltaic panels is preferentially supplied to the power battery. For example, Figure 6This diagram illustrates the energy flow path for the second energy supply mode. Photovoltaic power generated by the photovoltaic panels is input via a solar controller (e.g., MPPT) to a second step-down DC-DC converter (e.g., high-voltage to 12V DC-DC). The second step-down DC-DC converter then boosts the photovoltaic power to obtain boosted photovoltaic power. This boosted photovoltaic power is then supplied to the power battery to replenish its charge. The power battery, as the vehicle's primary energy source, can provide backup power to the low-voltage side through various DC-DC converters. For example, the power battery's output power is stepped down via a first step-down DC-DC converter (e.g., high-voltage to 48V DC-DC), resulting in stepped-down power, which is then supplied to the first and second batteries.

[0118] In this embodiment, after ensuring the electrical load of the low-voltage side battery and electrical equipment, the surplus photovoltaic power is sent to the second step-down DC-DC converter for boosting using the solar controller. The boosted photovoltaic power is then used to charge the power battery, which in turn supplies power to the first and second batteries via the first step-down DC-DC converter. This improves the voltage level of the photovoltaic power, matches the charging voltage requirements of the power battery, significantly increases the recycling rate of photovoltaic power, reduces line losses caused by direct low-voltage transmission of photovoltaic power, and achieves efficient storage and cascade utilization of photovoltaic clean energy. This further enhances the power supply stability and energy utilization efficiency of the vehicle's photovoltaic energy storage.

[0119] In one embodiment, such as Figure 7 As shown, another vehicle power supply control method is provided, which can be applied to... Figure 1 Taking the vehicle in the example, the explanation includes the following steps:

[0120] In step S701, in response to the vehicle being in the first operating mode and the state of charge of the vehicle's first battery meeting the preset charging conditions, the first battery and the vehicle's first electrical equipment are designated as the vehicle's priority power supply targets.

[0121] Step S702: The photovoltaic power generated by the vehicle's photovoltaic panels is supplied to the priority energy recipients via the vehicle's solar controller.

[0122] In step S703, when photovoltaic power is supplied to the priority power recipients via the solar controller, the power consumption of the vehicle's second electrical equipment is combined with the power consumption of the second battery to obtain the first total power consumption.

[0123] Determine whether the first total power consumption is greater than or equal to the upper limit of the power consumption of the first step-down DC converter. If yes, proceed to step S704; otherwise, proceed to step S706.

[0124] In step S704, in response to the first total power consumption being greater than or equal to the upper limit of the power consumption of the first step-down DC converter, the second battery and the second electrical equipment are used as redundant power supply objects for the vehicle.

[0125] Step S705: The redundant power of photovoltaic power and the redundant power of the vehicle's second step-down DC converter are supplied to the redundant power supply object through the vehicle's bidirectional DC converter.

[0126] In step S706, in response to the fact that the first total power consumption is less than the upper limit of the power consumption of the first buck DC converter, the first battery and the first electrical equipment continue to be the priority power supply objects for the vehicle.

[0127] In step S707, in response to the first battery's state of charge not meeting the preset charging conditions, or the vehicle being in the second operating mode, the power consumption of the first battery and the power consumption of the second battery are combined to obtain the total power consumption of the batteries.

[0128] Determine whether the total power consumption of the battery is greater than the upper limit of the power consumption of the first step-down DC converter. If yes, proceed to step S708; otherwise, proceed to step S709.

[0129] In step S708, in response to the fact that the total power consumption of the battery is greater than the upper limit of the power consumption of the first step-down DC converter, the first battery and the first electrical equipment are designated as the priority power supply objects for the vehicle.

[0130] After executing step S708, the process jumps to execute the above step S702.

[0131] In step S709, in response to the fact that the total power consumption of the battery is less than or equal to the upper limit of the power consumption of the first step-down DC converter, the power consumption of the first battery and the power consumption of the first electrical device are combined to obtain the second total power consumption.

[0132] Determine whether the second total power consumption is greater than the upper limit of the power consumption of the bidirectional DC-DC converter. If yes, proceed to step S710; otherwise, proceed to step S711.

[0133] In step S710, in response to the fact that the second total power consumption is greater than the upper limit of the power consumption of the bidirectional DC-DC converter, the first battery and the first electrical equipment are designated as the priority power supply objects for the vehicle.

[0134] After executing step S708, the process jumps to execute the above step S702.

[0135] In step S711, in response to the fact that the second total power consumption is less than or equal to the upper limit of the power consumption of the bidirectional DC-DC converter, the vehicle's power battery is selected as the vehicle's priority power supply.

[0136] In step S712, the photovoltaic power generated by the photovoltaic panel is input to the vehicle's second step-down DC-DC converter via the solar controller. The photovoltaic power is boosted by the second step-down DC-DC converter to obtain boosted photovoltaic power. The boosted photovoltaic power is then supplied to the power battery. The power battery outputs power to the first and second storage batteries via the first step-down DC-DC converter.

[0137] The aforementioned vehicle power supply control method achieves the following beneficial effects: it can dynamically adjust the power supply priority based on the vehicle's operating mode and the battery's state of charge. When the vehicle is in the first operating mode and the state of charge of the first battery meets the preset charging conditions, priority is given to ensuring the photovoltaic power supply to the first battery and the first electrical device. When the state of charge of the first battery does not meet the preset charging conditions or the vehicle is in the second operating mode, the power consumption of the first battery, the second battery, and the first step-down DC converter are comprehensively considered to determine the optimal priority power supply target. The photovoltaic power generated by the photovoltaic panels is then supplied to the determined priority power supply target via the solar controller, reducing power conversion and transmission losses, optimizing the vehicle's energy distribution strategy, achieving efficient utilization of clean energy, and effectively improving the utilization rate of onboard photovoltaic energy.

[0138] To more clearly illustrate the vehicle power supply control method provided in this disclosure, a specific embodiment will be used to describe the above-mentioned vehicle power supply control method in detail below. For example... Figure 8 As shown, another vehicle power supply control method is provided, which can be applied to... Figure 1 The vehicles in question specifically include the following:

[0139] 1. Initial state identification:

[0140] First, determine whether the vehicle is in driving mode or parking mode, as this is a prerequisite for triggering subsequent strategies.

[0141] 2. Driving mode prioritizes charging the low-voltage battery:

[0142] In driving mode, the SOC (State of Charge) of the 12V low-voltage battery is monitored first:

[0143] When the SOC of the 12V low-voltage battery is less than the preset state of charge threshold (e.g., 95%), the system prioritizes entering the first power supply mode. The electricity generated by the photovoltaic panels is directly supplied to the 12V low-voltage battery and 12V low-voltage electrical equipment via the MPPT solar controller, prioritizing the stability of the low-voltage system's power supply. This first power supply mode involves the fewest power conversion stages, resulting in minimal energy loss and the highest utilization rate for the photovoltaic system.

[0144] In the first power supply mode, determine whether the total power consumption on the 48V low-voltage side is greater than or equal to the maximum power of the high-voltage to 48V DC-DC converter:

[0145] The total power consumption on the 48V low-voltage side is equal to the power consumption of the 48V battery plus the power consumption of the 48V electrical equipment.

[0146] If the total power consumption on the 48V low-voltage side is greater than or equal to the maximum power of the high-voltage to 48V DC-DC converter, then the third power supply mode is executed. The redundant power of the photovoltaic panel and the redundant power of the high-voltage to 12V DC-DC converter are transferred to the 48V low-voltage side through the 48V / 12V bidirectional DC-DC converter to charge the 48V low-voltage battery and supply power to the 48V low-voltage electrical equipment.

[0147] If the total power consumption of 48V low-voltage electricity is less than the maximum power of high-voltage to 48V DC-DC converter, then the first power supply mode will continue to be maintained.

[0148] When the SOC of the 12V low-voltage battery is greater than or equal to the preset state of charge threshold (e.g., 95%), it indicates that the low-voltage battery has sufficient charge and enters the subsequent power matching stage (which is combined with the logic of the parking mode).

[0149] 3. High SOC / Parking Mode, Power Matching and Optimized Energy Distribution:

[0150] When the SOC of the 12V low-voltage battery is greater than or equal to the preset state of charge threshold (e.g., 95%) in driving mode, or when the vehicle is in parking mode, the flow of photovoltaic power is determined through two power checks:

[0151] The first power assessment compares the total power consumption of the battery with the maximum power consumption of the high-voltage to 48V DC-DC converter:

[0152] The total power consumption of the storage batteries is calculated as follows: power consumption of the 12V low-voltage storage batteries + power consumption of the 48V low-voltage storage batteries.

[0153] Determine if the total power consumption of the battery is less than or equal to the maximum power consumption of the high-voltage to 48V DC-DC converter:

[0154] If "No" (i.e., the total power consumption of the battery is greater than the maximum power consumption of the high-voltage to 48V DC-DC converter), it means that the high-voltage to 48V DC-DC converter cannot stably support all low-voltage loads. In this case, the photovoltaic power will still be prioritized to supply the 12V low-voltage battery and 12V low-voltage electrical equipment to avoid low-voltage power supply interruption. The system will then enter the first power supply mode and merge with the subsequent logic of step 2 above.

[0155] If "yes" (i.e., the total power consumption of the battery is less than or equal to the maximum power consumption of the high-voltage to 48V DC-DC converter), it means that the power of the low-voltage load is within the carrying capacity of the high-voltage to 48V DC-DC converter, and then proceed to the second power judgment.

[0156] The second power assessment compares the total power consumption on the 12V low-voltage side with the maximum power consumption of the 48V / 12V bidirectional DC-DC converter:

[0157] Determine if the total power consumption on the 12V low-voltage side is less than or equal to the maximum power consumption of the 48V / 12V bidirectional DC-DC converter:

[0158] The total power consumption on the 12V low-voltage side is equal to the power consumption of the 12V low-voltage battery plus the power consumption of the 12V low-voltage electrical equipment.

[0159] If "No" (total power consumption on the 12V low-voltage side > maximum power consumption of the 48V / 12V bidirectional DC-DC converter), it means that the 48V / 12V bidirectional DC-DC converter cannot stably carry the load on the 12V low-voltage side. The photovoltaic power continues to prioritize supplying the 12V battery and 12V electrical equipment, entering the first power supply mode and merging with the subsequent logic.

[0160] If "yes" (total power consumption ≤ maximum power consumption of 48V / 12V bidirectional DC-DC converter), it means the load power on the 12V low-voltage side is within the carrying capacity of the 48V / 12V bidirectional DC-DC converter. In this case, the low-voltage load demand is fully covered, and the system enters the second power supply mode. Photovoltaic power is input to the high-voltage 12V DC-DC converter via MPPT and then fed into the high-voltage power battery for storage, achieving efficient energy recovery and utilization. At this time, the low-voltage side power is entirely provided by the high-voltage to 48V DC-DC converter.

[0161] 4. End.

[0162] In this embodiment, the power supply priority can be dynamically adjusted according to the vehicle's operating mode and the battery's state of charge. When the vehicle is in driving mode and the 12V low-voltage battery's state of charge meets the preset charging conditions, priority is given to ensuring the photovoltaic power supply to the 12V low-voltage battery and 12V low-voltage electrical equipment. When the 12V low-voltage battery's state of charge does not meet the preset charging conditions or the vehicle is in parking mode, the power consumption of the 12V low-voltage battery, 48V low-voltage battery, and high-voltage to 48V DC-DC converter is comprehensively considered to determine the optimal priority power supply target. Then, the photovoltaic power generated by the photovoltaic panel is supplied to the determined priority power supply target through the MPPT solar controller, reducing power conversion loss and transmission loss, optimizing the vehicle's energy distribution strategy, realizing the efficient use of clean energy, and effectively improving the utilization rate of onboard photovoltaic energy.

[0163] 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 in other steps. It is understood that the steps in different embodiments can be freely combined as needed, and all non-contradictory solutions formed by such combinations are within the scope of protection of this application.

[0164] Based on the same inventive concept, this application also provides a vehicle power supply control device for implementing the vehicle power supply control method described above. The solution provided by this device is similar to the solution described in the above method; therefore, the specific limitations of one or more vehicle power supply control device embodiments provided below can be found in the limitations of the vehicle power supply control method described above, and will not be repeated here.

[0165] In one exemplary embodiment, such as Figure 9 As shown, a vehicle power supply control device 900 is provided, including: a first mode module 901, a second mode module 902, and a photovoltaic power supply module 903, wherein:

[0166] The first mode module 901 is used to respond to the vehicle being in a first operating mode and the state of charge of the vehicle's first battery meeting the preset charge conditions, by prioritizing the first battery and the vehicle's first electrical equipment as the vehicle's energy supply targets.

[0167] The second mode module 902 is used to determine the vehicle's priority power supply object in response to the first battery's state of charge not meeting the preset charge conditions, or the vehicle being in the second operating mode, based on the power consumption of the vehicle's first battery, the power consumption of the vehicle's second battery, and the power consumption of the vehicle's first step-down DC-DC converter; the voltage of the second battery is greater than the voltage of the first battery.

[0168] The photovoltaic power supply module 903 is used to supply the photovoltaic power generated by the vehicle's photovoltaic panels to priority power recipients via the vehicle's solar controller.

[0169] In one embodiment, the vehicle power supply control device 900 further includes a power supply regulation module, used to combine the power consumption of the vehicle's second electrical device with the power consumption of the second battery to obtain a first total power consumption when photovoltaic power is supplied to the priority power supply object via a solar controller; the voltage of the second electrical device is greater than the voltage of the first electrical device; based on the comparison result between the first total power consumption and the upper limit of the power consumption of the first step-down DC converter, the redundant power supply object or the priority power supply object of the vehicle is determined; the first step-down DC converter is used to characterize a DC converter that reduces the first voltage DC power of the vehicle's power battery to a second voltage DC power; the voltage of the first voltage DC power is higher than the voltage of the second voltage DC power.

[0170] In one embodiment, the vehicle power supply control device 900 further includes a redundant power supply module, used to, in response to a first total power consumption greater than or equal to the upper limit of the power consumption of the first step-down DC converter, designate the second battery and the second electrical equipment as redundant power supply objects of the vehicle; and supply the redundant power of photovoltaic power and the redundant power of the vehicle's second step-down DC converter to the redundant power supply objects via the vehicle's bidirectional DC converter; the second step-down DC converter is used to characterize a DC converter that reduces the first voltage DC power of the power battery to a third voltage DC power; the voltage of the third voltage DC power is lower than the voltage of the second voltage DC power.

[0171] In one embodiment, the vehicle power supply control device 900 further includes a continuous power supply module, which, in response to the first total power consumption being less than the upper limit of the power consumption of the first buck DC converter, continues to prioritize the first battery and the first electrical equipment as the vehicle's power supply targets.

[0172] In one embodiment, the second mode module 902 is further configured to merge the power consumption of the first battery and the power consumption of the second battery to obtain the total power consumption of the batteries; in response to the total power consumption of the batteries being greater than the upper limit of the power consumption of the first step-down DC-DC converter, the first battery and the first electrical device are designated as priority power supply objects for the vehicle; in response to the total power consumption of the batteries being less than or equal to the upper limit of the power consumption of the first step-down DC-DC converter, the priority power supply object for the vehicle is determined based on the power consumption of the first battery, the power consumption of the first electrical device, and the power consumption of the vehicle's bidirectional DC-DC converter.

[0173] In one embodiment, the vehicle power supply control device 900 further includes a power supply judgment module, used to merge the power consumption of the first battery and the power consumption of the first electrical device to obtain a second total power consumption; in response to the second total power consumption being greater than the upper limit of the power consumption of the bidirectional DC-DC converter, the first battery and the first electrical device are designated as priority power supply objects for the vehicle; in response to the second total power consumption being less than or equal to the upper limit of the power consumption of the bidirectional DC-DC converter, the vehicle's power battery is designated as the priority power supply object for the vehicle.

[0174] In one embodiment, the vehicle power supply control device 900 further includes a battery power supply module, which is used to input the photovoltaic power generated by the photovoltaic panel to the vehicle's second step-down DC-DC converter via a solar controller, boost the photovoltaic power through the second step-down DC-DC converter to obtain boosted photovoltaic power; supply the boosted photovoltaic power to the power battery; and supply the power battery with the power battery output power to the first and second storage batteries via the first step-down DC-DC converter.

[0175] Each module in the aforementioned vehicle power supply control device can be implemented entirely or partially through software, hardware, or a combination thereof. These modules can be embedded in the processor of the new energy vehicle in hardware form or independent of it, or stored in the memory of the new energy vehicle in software form, so that the processor can call and execute the corresponding operations of each module.

[0176] In one exemplary embodiment, a new energy vehicle is provided, the internal structure of which can be shown in the following diagram. Figure 10As shown, the new energy vehicle includes a processor, memory, input / output interface, communication interface, display unit, and input device. The processor, memory, and input / output interface are connected via a system bus, and the communication interface, display unit, and input device are also connected to the system bus via the input / output interface. The processor provides computing and control capabilities. The memory includes a non-volatile storage medium and internal memory. The non-volatile storage medium stores the operating system and computer programs. The internal memory provides an environment for the operation of the operating system and computer programs in the non-volatile storage medium. The input / output interface is used for exchanging information between the processor and external devices. The communication interface is used for wired or wireless communication with external terminals; wireless communication can be achieved through Wi-Fi, mobile cellular networks, Near Field Communication (NFC), or other technologies. When the computer program is executed by the processor, it implements a vehicle power supply control method. The display unit is used to form a visually visible image and can be a display screen, projection device, or virtual reality imaging device. The display screen can be an LCD screen or an e-ink screen. The input device of the new energy vehicle can be a touch layer covering the display screen, or a button, trackball, or touchpad set on the shell of the new energy vehicle, or an external keyboard, touchpad, or mouse, etc.

[0177] Those skilled in the art will understand that Figure 10 The structure shown is a block diagram of a portion of the structure related to the solution of this application, and does not constitute a limitation on the new energy vehicle to which the solution of this application is applied. A specific new energy vehicle may include more or fewer components than shown in the figure, or combine certain components, or have different component arrangements.

[0178] In one exemplary embodiment, a new energy vehicle is provided, including a memory and a processor. The memory stores a computer program, and the processor executes the computer program to implement the steps in the above-described method embodiments.

[0179] In one exemplary embodiment, a computer-readable storage medium is provided having a computer program stored thereon, which, when executed by a processor, implements the steps in the above-described method embodiments.

[0180] In one exemplary embodiment, a computer program product is provided, including a computer program that, when executed by a processor, implements the steps in the above-described method embodiments.

[0181] The user information (including but not limited to user device information, user personal information, etc.) and data (including but not limited to data used for analysis, data stored, data displayed, etc.) involved in this application are all information and data authorized by the user or fully authorized by all parties, and the collection, use and processing of the relevant data must comply with relevant regulations.

[0182] Those skilled in the art will understand that all or part of the processes in the methods of the above embodiments can be implemented by a computer program instructing related hardware. The computer program mentioned can be stored in a non-volatile computer-readable storage medium. When executed, the computer program can include the processes of the embodiments of the above methods. Any references to memory, databases, or other media used in the embodiments provided in this application can include at least one of non-volatile memory and volatile memory. Non-volatile memory can include read-only memory (ROM), magnetic tape, floppy disk, flash memory, optical memory, high-density embedded non-volatile memory, resistive random access memory (ReRAM), magnetic random access memory (MRAM), ferroelectric random access memory (FRAM), phase change memory (PCM), graphene memory, etc. Volatile memory can include random access memory (RAM) or external cache memory, etc. By way of illustration and not limitation, RAM can take many forms, such as Static Random Access Memory (SRAM) or Dynamic Random Access Memory (DRAM). The databases involved in the embodiments provided in this application may include at least one type of relational database and non-relational database. Non-relational databases may include, but are not limited to, blockchain-based distributed databases. The processors involved in the embodiments provided in this application may be general-purpose processors, central processing units, graphics processing units, digital signal processors, programmable logic devices, quantum computing-based data processing logic devices, artificial intelligence (AI) processors, etc., and are not limited to these.

[0183] 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 application.

[0184] The embodiments described above are merely illustrative of 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 patent application. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this application, and these 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 control method, characterized in that, The method includes: In response to the vehicle being in a first operating mode and the state of charge of the vehicle's first battery meeting preset charging conditions, the first battery and the vehicle's first electrical device are designated as priority power supply objects for the vehicle. In response to the first battery's state of charge not meeting the preset charging condition, or the vehicle being in a second operating mode, the vehicle's priority power supply target is determined based on the power consumption of the vehicle's first battery, the power consumption of the vehicle's second battery, and the power consumption of the vehicle's first step-down DC-DC converter; the voltage of the second battery is greater than the voltage of the first battery. The photovoltaic power generated by the vehicle's photovoltaic panels is supplied to the priority energy recipient via the vehicle's solar controller.

2. The method according to claim 1, characterized in that, After designating the first battery and the vehicle's first electrical equipment as priority power sources for the vehicle, the method further includes: When the photovoltaic power is supplied to the priority power source via the solar controller, the power consumption of the vehicle's second electrical device is combined with the power consumption of the second battery to obtain a first total power consumption; the voltage of the second electrical device is greater than the voltage of the first electrical device. Based on the comparison between the first total power consumption and the upper limit of the power consumption of the first buck DC converter, the redundant power supply object or the priority power supply object of the vehicle is determined; the first buck DC converter is used to characterize a DC converter that reduces the first voltage DC power of the vehicle's power battery to a second voltage DC power; the voltage of the first voltage DC power is higher than the voltage of the second voltage DC power.

3. The method according to claim 2, characterized in that, The step of determining the redundant power supply target or the priority power supply target of the vehicle based on the comparison result between the first total power consumption and the upper limit of the power consumption of the first step-down DC converter includes: In response to the first total power consumption being greater than or equal to the upper limit of the power consumption of the first step-down DC converter, the second battery and the second electrical equipment are used as redundant power supply objects for the vehicle. The redundant power of the photovoltaic power and the redundant power of the vehicle's second step-down DC converter are supplied to the redundant power supply object via the vehicle's bidirectional DC converter; the second step-down DC converter is used to characterize the DC converter that reduces the first voltage DC power of the power battery to a third voltage DC power; the voltage of the third voltage DC power is lower than the voltage of the second voltage DC power.

4. The method according to claim 2, characterized in that, The step of determining the redundant power supply target or the priority power supply target of the vehicle based on the comparison result between the first total power consumption and the upper limit of the power consumption of the first step-down DC converter further includes: In response to the fact that the first total power consumption is less than the upper limit of the power consumption of the first buck DC converter, the first battery and the first electrical equipment continue to be the priority power supply objects for the vehicle.

5. The method according to claim 1, characterized in that, The step of determining the vehicle's priority power supply target based on the power consumption of the vehicle's first battery, the power consumption of the vehicle's second battery, and the power consumption of the vehicle's first step-down DC-DC converter includes: The power consumption of the first battery and the power consumption of the second battery are combined to obtain the total power consumption of the batteries. In response to the fact that the total power consumption of the battery exceeds the upper limit of the power consumption of the first step-down DC converter, the first battery and the first electrical device are designated as the priority power supply objects for the vehicle. In response to the fact that the total power consumption of the battery is less than or equal to the upper limit of the power consumption of the first step-down DC-DC converter, the priority power supply object of the vehicle is determined based on the power consumption of the first battery, the power consumption of the first electrical device, and the power consumption of the vehicle's bidirectional DC-DC converter.

6. The method according to claim 5, characterized in that, The step of determining the vehicle's priority power supply target based on the power consumption of the first storage battery, the power consumption of the vehicle's first electrical equipment, and the power consumption of the bidirectional DC-DC converter includes: The power consumption of the first battery and the power consumption of the first electrical device are combined to obtain the second total power consumption. In response to the fact that the second total power consumption is greater than the upper limit of the power consumption of the bidirectional DC converter, the first battery and the first electrical equipment are designated as the priority power supply objects for the vehicle. In response to the fact that the second total power consumption is less than or equal to the upper limit of the power consumption of the bidirectional DC-DC converter, the vehicle's power battery is designated as the vehicle's priority power source.

7. The method according to claim 6, characterized in that, After prioritizing the vehicle's power battery as the primary energy source for the vehicle, the method further includes: The photovoltaic power generated by the photovoltaic panel is input to the vehicle's second step-down DC-DC converter via the solar controller. The photovoltaic power is then boosted by the second step-down DC-DC converter to obtain boosted photovoltaic power. The boosted photovoltaic power is supplied to the power battery; The electrical energy output from the power battery is supplied to the first battery and the second battery via the first step-down DC-DC converter.

8. A vehicle power supply control device, characterized in that, The device includes: The first mode module is used to respond to the vehicle being in a first operating mode and the state of charge of the vehicle's first battery meeting a preset charge condition, by making the first battery and the vehicle's first electrical equipment the priority power supply objects for the vehicle. The second mode module is used to determine the vehicle's priority power supply target based on the power consumption of the vehicle's first battery, the power consumption of the vehicle's second battery, and the power consumption of the vehicle's first step-down DC-DC converter, in response to the first battery's state of charge not meeting the preset charge condition, or the vehicle being in a second operating mode; wherein the voltage of the second battery is greater than the voltage of the first battery. A photovoltaic power supply module is used to supply the photovoltaic power generated by the vehicle's photovoltaic panels to the priority power recipient via the vehicle's solar controller.

9. A new energy vehicle, comprising a memory and a processor, wherein the memory stores a computer program, characterized in that, When the processor executes the computer program, it implements the steps of the method according to any one of claims 1 to 7.

10. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by a processor, it implements the steps of the method according to any one of claims 1 to 7.

11. A computer program product, comprising a computer program, characterized in that, When the computer program is executed by a processor, it implements the steps of the method according to any one of claims 1 to 7.

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