Auxiliary battery protection method, apparatus, device, medium, and vehicle

Abstract

The application provides a battery protection method, device, equipment, medium and vehicle. The battery protection method is applied to a vehicle. The vehicle is provided with a power battery, a main power supply unit and an auxiliary battery. The auxiliary battery is used for supplying power to a low-voltage load. The main power supply unit is used for supplying power from the power battery to the auxiliary battery and the low-voltage load. The method comprises the following steps: judging whether the main power supply unit is abnormal in power supply based on the power-on and power-off scenarios of the vehicle; when the vehicle is in the power-on scenario, if it is judged that the main power supply unit is abnormal in power supply and lasts for a first preset time length, the vehicle is controlled to enter a dormant state; and when the vehicle is in the power-off scenario, if it is judged that the main power supply unit is abnormal in power supply, the vehicle is directly controlled to enter the dormant state. The scheme can force the vehicle to enter the low-power-consumption dormant state in time when the main power supply unit is abnormal in power supply, thereby preventing the auxiliary battery from being discharged due to continuous consumption.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, specifically to an auxiliary battery protection method, device, equipment, medium, and vehicle. Background Technology

[0002] Electric vehicles typically include a main battery, an auxiliary battery (also known as a small battery or storage battery) that supplies power to low-voltage loads, and a main power supply unit (such as a DC / DC converter) that supplies power from the main battery to the auxiliary battery and low-voltage loads. As the source of low-voltage power for the entire vehicle, the auxiliary battery needs to maintain a sufficient state of charge to prevent the vehicle from failing to start and to avoid damage to the battery life due to low charge. Therefore, it is necessary to provide low-charge protection for the auxiliary battery.

[0003] In related technologies, when the main power supply unit experiences a power supply abnormality, such as a DC / DC converter failure or inability to establish a high-voltage connection, the common approach is to issue a warning to the driver via the instrument panel. At this time, the vehicle's own power consumption remains at the original high level, and the low-voltage load of the entire vehicle continues to draw power from the auxiliary battery. In scenarios where the driver fails to respond in time or cannot stop safely immediately, the auxiliary battery's power is continuously consumed, leading to the risk of over-discharge and depletion of the auxiliary battery. Summary of the Invention

[0004] Based on the defects and shortcomings of the prior art, this application proposes an auxiliary battery protection method, device, equipment, medium and vehicle, which can promptly force the vehicle into a low-power sleep state when the main power supply unit is abnormal, and prevent the auxiliary battery from being depleted due to continuous consumption.

[0005] According to a first aspect of this application, an auxiliary battery protection method is provided, applied to a vehicle, the vehicle being provided with a power battery, a main power supply unit, and an auxiliary battery, the auxiliary battery being used to supply power to a low-voltage load, and the main power supply unit being used to supply power from the power battery to the auxiliary battery and the low-voltage load; the method includes: Based on the power-on / off scenario of the vehicle, determine whether the main power supply unit has experienced a power supply abnormality; When the vehicle is in a power-on scenario, if it is determined that the main power supply unit has a power supply abnormality and the power supply abnormality lasts for a first preset duration, then the vehicle is controlled to enter a sleep state. When the vehicle is in a power-off scenario, if it is determined that the main power supply unit has a power supply abnormality, the vehicle will be controlled to enter a sleep state.

[0006] According to a second aspect of the embodiments of this application, an auxiliary battery protection device is provided, comprising: The judgment module is used to determine whether the main power supply unit on the vehicle has experienced a power supply abnormality based on the power-on / off scenario of the vehicle. The main power supply unit is used to supply power from the power battery to the auxiliary battery and the low-voltage load, and the auxiliary battery is used to supply power to the low-voltage load. The first control module is used to control the vehicle to enter a sleep state when the vehicle is in a power-on scenario and it is determined that the main power supply unit has a power supply abnormality and the power supply abnormality lasts for a first preset time. The second control module is used to control the vehicle to enter a sleep state if it is determined that the main power supply unit has a power supply abnormality when the vehicle is in a power-off scenario.

[0007] According to a third aspect of the embodiments of this application, an electronic device is provided, including a memory and a processor; The memory is connected to the processor and is used to store programs; The processor is used to implement the auxiliary battery protection method as described in the first aspect by running a program in the memory.

[0008] According to a fourth aspect of the present application, a storage medium is provided, on which a computer program is stored, which, when executed by a processor, implements the auxiliary battery protection method as described in the first aspect.

[0009] According to a fifth aspect of the embodiments of this application, a computer program product is provided, wherein the computer program instructions, when executed by a processor, cause the processor to implement the auxiliary battery protection method as described in the first aspect.

[0010] According to a fifth aspect of the embodiments of this application, a vehicle is provided, the vehicle being provided with the auxiliary battery protection device described in the second aspect or the electronic device described in the third aspect.

[0011] In the aforementioned auxiliary battery protection methods, devices, equipment, media, and vehicles, it is possible to determine whether the main power supply unit has experienced a power supply abnormality based on the vehicle's power-on and power-off scenarios. In power-on scenarios, the duration of the power supply abnormality is considered; in power-off scenarios, the fault is directly determined, and the vehicle is actively controlled to enter a sleep state. Compared to simply issuing a fault alarm, this method combines fault detection of the main power supply unit's power supply abnormality with the vehicle's power-on and power-off scenarios. Upon determining a power supply abnormality, it promptly forces the entire vehicle to switch to a low-power sleep state, effectively reducing unnecessary power consumption of the auxiliary battery, preventing excessive discharge of the auxiliary battery, extending the auxiliary battery's lifespan, and ensuring the vehicle's subsequent reliability. Attached Figure Description

[0012] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only embodiments of this application. For those skilled in the art, other drawings can be obtained based on the provided drawings without creative effort.

[0013] Figure 1 This is a flowchart illustrating an auxiliary battery protection method according to an embodiment of this application.

[0014] Figure 2 This is a schematic diagram of the architecture of an auxiliary battery protection system provided in an embodiment of this application.

[0015] Figure 3 This is a schematic diagram of an auxiliary battery protection device provided in an embodiment of this application.

[0016] Figure 4 This is a schematic diagram of the structure of an electronic device proposed in an embodiment of this application. Detailed Implementation

[0017] 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, and 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.

[0018] In the field of electric vehicle technology, to manage the power of auxiliary batteries used to supply low-voltage loads in a vehicle and prevent them from depleting due to continuous consumption, a common technical solution is to configure a main power supply unit, such as a DC-DC converter, that draws power from the main battery. When the vehicle is powered on, this main power supply unit continuously supplies power to the low-voltage loads and charges the auxiliary battery. Simultaneously, after the vehicle is powered off, an intelligent charging function is configured, allowing the main power supply unit to be automatically activated to replenish the auxiliary battery's power when its charge level falls below a preset threshold. Specifically, this solution uses the main power supply unit to convert the high-voltage electricity from the main battery to low voltage during vehicle power-on, directly driving all vehicle electronic devices and maintaining the auxiliary battery's charge. During vehicle power-off / dormant periods, the auxiliary battery management system periodically monitors the auxiliary battery voltage. Once it falls below a charging threshold, the main power supply unit is activated to replenish the battery. Its basic working principle is to treat the main power supply unit as the sole and continuous energy transfer station under normal conditions, and to combat the static consumption of the auxiliary battery during dormancy through a cycle of periodic activation-detection-charging. The reason this solution is widely used is that it can ensure that the auxiliary battery is always in a healthy charge range when the power battery is charged, thus avoiding abnormal startup caused by long-term parking.

[0019] However, the auxiliary battery's charge balance in this solution relies on the normal operation of the main power supply unit. While it effectively optimizes the auxiliary battery's charge retention capability under normal operating conditions, if a fault occurs during vehicle power-on or power-off due to a failure in the main power supply unit, all running power-consuming loads and the monitoring and power replenishment logic itself will become a continuous burden on the auxiliary battery, leading to the rapid depletion of the auxiliary battery's charge during the main power supply unit's failure period. For example, when the vehicle is powered on and the main power supply unit is unable to output power due to a fault, low-voltage loads such as the instrument panel, central control screen, and various controllers will continue to maintain their current power consumption levels until the auxiliary battery is completely drained.

[0020] Through in-depth analysis, the inventors discovered that the root cause of the aforementioned contradiction lies in the lack of linkage between fault detection and power consumption status management in related technologies. When a power supply abnormality occurs in the main power supply unit, the vehicle's high-voltage power-on / off logic and low-voltage power management mode do not establish a constraint relationship with the real-time power level of the auxiliary battery or the duration of the fault. In other words, the control unit can identify the power supply abnormality fault, but the fault signal is only used for alarm indication and cannot trigger a mandatory degradation action on the vehicle's overall power consumption level. The vehicle's energy management strategy still follows the state machine rules under fault-free conditions, failing to distinguish between emergency conditions where residual power should be carefully allocated and normal operating conditions with sufficient power. This causes all unnecessary comfort and functional loads to continue competing with the necessary loads for maintaining basic vehicle safety and diagnostics for limited auxiliary battery power.

[0021] To overcome the aforementioned contradictions, embodiments of the present invention propose a different technical approach. The core inventive concept of the present invention lies in: by introducing a timing and power monitoring linkage decision-making mechanism strongly correlated with the power supply anomaly of the main power supply unit, improving the key bottleneck link of vehicle power consumption status management during the fault response process, thereby effectively preventing the auxiliary battery from being continuously consumed to deep depletion during power supply anomaly faults and causing irreversible damage to the battery, without affecting the power replenishment function under normal operating conditions. Specifically, it provides a method that, upon detecting a power supply anomaly in the main power supply unit, based on the vehicle's power-on / off scenario and / or the timing results of the fault duration, proactively forces the vehicle to switch from a higher power consumption state to a lower power consumption state that consumes less auxiliary battery power, thus solving the problem of abnormal auxiliary battery depletion caused by the main power supply unit's power supply anomaly, achieving the technical effect of prioritizing the protection of the auxiliary battery and preserving the vehicle's subsequent starting and diagnostic capabilities under severe fault conditions.

[0022] Based on the above concept, this specification provides an auxiliary battery protection method, which will be described exemplarily below with reference to the accompanying drawings.

[0023] Please see Figure 1 In one exemplary embodiment, an auxiliary battery protection method is provided, applied to any electronic device located in or outside a vehicle and capable of communicating with the vehicle.

[0024] The vehicle is equipped with a power battery, a main power supply unit, and an auxiliary battery. The auxiliary battery supplies power to low-voltage loads, while the main power supply unit supplies power from the power battery to the auxiliary battery and the low-voltage loads. The main power supply unit can be, for example, a DC-DC converter (DCDC), a power distribution module with integrated voltage conversion, or other power electronic devices capable of performing similar power supply functions, or a combination thereof. The auxiliary battery is, for example, a 12V low-voltage battery. Low-voltage loads include onboard electronic devices such as instruments, headlights, and a central control screen. This method can be executed by a power domain controller (XCU) or collaboratively by a vehicle controller and a body domain controller (BDCS).

[0025] like Figure 1 As shown, the auxiliary battery protection method includes steps S101-S104: S101: Based on the power-on / off scenario of the vehicle, determine whether the main power supply unit has experienced a power supply abnormality.

[0026] Power-on and power-off scenarios can be obtained through the low-voltage power management mode status provided by the vehicle domain controller BDCS. This status is either a power-on scenario (e.g., ON mode) indicating that the vehicle's low-voltage system is in operation, or a power-off scenario (e.g., OFF mode) indicating that the vehicle is in a sleep or standby state.

[0027] The means of determining whether the main power supply unit has experienced a power supply abnormality may include collecting various data that characterize the power supply capability of the main power supply unit and performing a comprehensive logical judgment.

[0028] Specifically, if the vehicle is powered on, the system determines whether the main power supply unit has experienced a power supply abnormality based on whether the working status of the main power supply unit, the working status of the auxiliary battery, and / or the working status of the high-voltage relay meet the first judgment condition.

[0029] When the vehicle is powered on, acquire multiple or all of the following signals: the operating status of the main power supply unit, the operating status of the auxiliary battery, and / or the operating status of the high-voltage relay.

[0030] The operating status of the main power supply unit includes whether it is faulty, its output voltage and / or output current, etc.; the operating status of the auxiliary battery includes its voltage, etc.; and the operating status of the high-voltage relay includes the content of the received instructions, the relay's closed state, and whether the power battery is in a preheating state.

[0031] Specifically, the closed state of the high-voltage relay is fed back by the battery management system, and the instruction content is empty, indicating that the high-voltage relay is closed / indicating that the vehicle is powered on, or indicating that the high-voltage relay is not closed.

[0032] Multiple pre-defined first judgment conditions for power supply abnormalities are set, such as: the main power supply unit is in a fault state; the output voltage of the main power supply unit is lower than the first abnormal voltage threshold (e.g., 12V); the auxiliary battery voltage is lower than the second abnormal voltage threshold (e.g., 12V); the output current of the main power supply unit is lower than the first abnormal current threshold (e.g., 5A); the high-voltage relay command is not closed and the battery is not in preheating; the battery management system feedback relay is not closed and the battery is not in preheating.

[0033] When any one or more of the above first judgment conditions are met, it is determined that the main power supply unit has experienced a power supply abnormality. More specifically, when any one or more of the first judgment conditions are met and the duration exceeds a preset confirmation time window (e.g., 1 minute), it is determined that the main power supply unit has experienced a power supply abnormality.

[0034] Understandably, this multi-signal integrated judgment and de-jitter confirmation mechanism can effectively avoid misjudgments caused by instantaneous fluctuations of a single signal.

[0035] For power-on scenarios, based on the aforementioned pre-set first judgment conditions for various power supply anomalies, it is determined whether the conditions are met and whether the duration of the met conditions exceeds the preset confirmation time window to determine whether the main power supply unit has experienced a power supply anomaly.

[0036] Specifically, if the vehicle is in a power-off scenario, the second judgment condition is met based on the working state of the auxiliary battery when the main power supply unit is periodically activated, to determine whether the main power supply unit has experienced a power supply abnormality.

[0037] A second judgment condition for at least one power supply abnormality is preset, such as: the auxiliary battery voltage is lower than a third abnormal voltage threshold.

[0038] When at least one of the second judgment conditions is met, it is determined that the main power supply unit has experienced a power supply abnormality. More specifically, when any one or more of the second judgment conditions are met and the duration exceeds a preset confirmation time window (e.g., 1 minute), it is determined that the main power supply unit has experienced a power supply abnormality.

[0039] In the case of power failure, it is also possible to determine whether the main power supply unit has experienced a power supply abnormality based solely on the condition that the auxiliary battery voltage is lower than the third abnormal voltage threshold.

[0040] S102: When the vehicle is in a power-on scenario, if it is determined that the main power supply unit has a power supply abnormality and the power supply abnormality lasts for a first preset duration, then the vehicle is controlled to enter a sleep state.

[0041] The first preset duration is a calibrable value, such as 5 minutes. Its purpose is to allow the current power supply to be maintained for a short period of time after a power supply abnormality is confirmed so that the driver can perceive the fault, while preventing excessive consumption of the auxiliary battery.

[0042] Specifically, after fault diagnosis, the XCU starts a cumulative timer. If the fault is not resolved and the timer reaches the first preset duration, the XCU sends a low-voltage power request status power-down command (e.g., OFF mode) to the BDCS. After receiving the command, the BDCS performs a power-down operation, disconnects the low-voltage power supply relay, stops supplying power to each low-voltage load, and puts the vehicle into a sleep state.

[0043] S103: When the vehicle is in a power-off scenario, if it is determined that the main power supply unit has a power supply abnormality, the vehicle is controlled to enter a sleep state.

[0044] In a power-off scenario, determining a power supply anomaly can primarily rely on the auxiliary battery's capacity parameters.

[0045] For example, when the vehicle is in OFF mode, if the auxiliary battery voltage is detected to be lower than the power supply voltage threshold (i.e., the third abnormal voltage threshold mentioned above) (e.g., 11.5V) for more than 1 minute, it indicates that the main power supply unit has failed to replenish power in time or that the vehicle has abnormal power consumption, thus determining it as a power supply abnormality.

[0046] At this point, there's no need to wait for the first preset duration; the vehicle can be directly controlled to enter sleep mode: the XCU stops sending enable signals to the low-voltage load, the BDCS controls the low-voltage power management mode to remain in OFF mode, disabling the intelligent charging process and high-voltage power-on, thus preventing the vehicle from switching from sleep mode to power-on mode, locking the entire vehicle in sleep mode. This prevents the auxiliary battery from being completely depleted.

[0047] Among these measures, preventing the vehicle from switching from a dormant state to a powered-on state again is, for example, preventing the vehicle from switching to a powered-on state through any internal power request until an external power source is detected and the auxiliary battery voltage recovers to a level higher than a preset recovery threshold.

[0048] In this embodiment, the system determines whether the main power supply unit is experiencing a power supply abnormality based on the vehicle's power-on / off scenarios. In power-on scenarios, the duration of the abnormality is considered; in power-off scenarios, the system directly determines the fault and actively controls the vehicle to enter a sleep state. Compared to simply issuing a fault alarm, this method combines fault detection of the main power supply unit with the vehicle's power-on / off scenarios. Upon determining a power supply abnormality, it promptly forces the entire vehicle to switch to a low-power sleep state, effectively reducing unnecessary power consumption of the auxiliary battery, preventing excessive discharge, extending the auxiliary battery's lifespan, and ensuring the vehicle's subsequent reliability.

[0049] Since the vehicle may be in a driving state more specifically when it is powered on, in order to effectively ensure vehicle safety after the main power supply unit is determined to have a power supply abnormality, in some embodiments, if the main power supply unit is determined to have a power supply abnormality and the vehicle is in a driving state, the motor torque of the vehicle is controlled to be less than a first preset torque, and the motor torque is controlled to decrease to a second preset torque within a second preset time period, and a reminder is given to the target user; wherein the first preset torque is greater than the second preset torque.

[0050] The driving status can be determined by the vehicle speed signal provided by the chassis domain controller (BCM). For example, when the vehicle speed is greater than the stationary speed threshold (such as 2 km / h), it is determined that the vehicle is in a driving state.

[0051] For example, the first preset torque is determined based on an upper limit of the motor torque, such as setting that upper limit as the first preset torque. The second preset torque is a low torque value that allows the vehicle to brake smoothly.

[0052] For example, the first preset torque can be set to 100 N·m, the second preset torque can be zero or close to zero, and the second preset duration can be set to 2 minutes.

[0053] Specifically, the XCU sends a low-voltage system fault warning signal to the instrument panel to inform the driver of an abnormal power supply system. Simultaneously, it sends a torque limiting command to the motor control unit (MCU), limiting the requested torque to, for example, 100 N·m. Over the next two minutes, it controls the requested torque to gradually decrease to zero in a linear or gradient manner, causing the vehicle speed to decrease smoothly until the vehicle comes to a stop. Once the torque has dropped to zero and the vehicle speed has reached a standstill, the aforementioned operation of putting the vehicle into a sleep state is executed. This linear torque reduction mechanism effectively avoids the safety risks associated with sudden power interruptions.

[0054] If the vehicle is not in motion, such as when it is stationary and its speed is below 2 km / h, the aforementioned motor torque control operation is not required; only a fault warning needs to be given to the driver. In this way, different protective measures can be adaptively implemented based on the vehicle's real-time driving status, ensuring driving safety while avoiding unnecessary complex operations when the vehicle is stationary.

[0055] It is understood that the aforementioned stationary speed threshold is not limited to 2 km / h, and can be selected within a range of, for example, 0~5 km / h, depending on the vehicle model and calibration requirements. The first preset torque is also not limited to 100 N·m, and can be calibrated according to the vehicle's motor characteristics and safety requirements, for example, set to 50 N·m or 150 N·m. In addition to linear reduction, the motor torque can also be reduced in a stepped manner or by a time-based exponential reduction curve, as long as the torque smoothly returns to zero within a preset second preset time period. Changes to the above parameters and implementation methods do not depart from the protection scope established by this application to solve the problem of speed reduction for driving safety.

[0056] To ensure the safety of a malfunctioning vehicle after it has been put into a sleep state, in some embodiments, after the vehicle has been put into a sleep state, a power-on request is detected. If a power-on request is detected and the voltage of the auxiliary battery is greater than the first depletion voltage, the vehicle is switched from a sleep state to a power-on state.

[0057] The request to power on can be a specific and continuous user action to distinguish between the target user's true emergency intent and misoperation.

[0058] For example, the requested power-on behavior could be, for instance, continuously pressing the brake pedal for a specified duration (e.g., 10 seconds) while the vehicle is in a dormant state. This continuous pressing of the brake pedal can be replaced by continuously pressing a specific button, performing a combination switch operation, etc., as long as the operation meets the preset duration and action pattern.

[0059] Upon detecting the power-on request, if the auxiliary battery voltage is greater than the first depletion voltage (e.g., 12V), the vehicle is switched from sleep mode to power-on mode. This allows for an emergency power-on when the auxiliary battery's charge is low but not yet at the critical state of severe depletion.

[0060] If the auxiliary battery voltage is higher than the first depletion voltage, other conventional power-on procedures can be used.

[0061] The process of controlling the vehicle to switch from a dormant state to a powered-on state includes: reminding the target user to perform a confirmation power-on action, such as prompting the user to continue pressing the brake pedal through the instrument panel; if it is determined that the user has performed the confirmation power-on action, then controlling the vehicle to switch from a dormant state to a powered-on state.

[0062] For example, the chassis domain controller monitors the brake pedal depress signal in real time. If the brake pedal is continuously depressed for 10 seconds, the chassis domain controller sends this information to the powertrain domain controller. The powertrain domain controller further reads the auxiliary battery voltage reported by the low-voltage battery management system and sends a power-on request to the body domain controller based on the auxiliary battery voltage.

[0063] When switching the vehicle from sleep mode to power-on mode, the powertrain domain controller, after confirming the power-on request is valid and the auxiliary battery voltage is greater than the first depletion voltage, sends a command to the body domain controller to set the low-voltage power request status to ON. Upon receiving this command, the body domain controller switches the low-voltage power management mode to ON, restoring power to the low-voltage loads, thereby activating the vehicle's controllers and electronic devices, and restoring the vehicle to power-on mode. During the power-on transition, the vehicle's powertrain domain controller can also send system fault alerts to the instrument cluster to inform the user that the vehicle is in emergency fault mode, allowing only limited operations.

[0064] The target user can use this power-on to temporarily move the vehicle to a safe location or park it to check for faults, but the target user should be reminded that the number of times this emergency power-on can be performed is limited.

[0065] Understandably, the initial depletion voltage is not limited to 12V and can be calibrated according to the type of auxiliary battery and the safety requirements of the vehicle's low-voltage system, such as 11.8V or 12.5V. The duration of the power-on request is also not limited to 10 seconds and can be set to any value between 5 and 20 seconds.

[0066] Furthermore, to prevent continuous wake-ups from depleting the auxiliary battery, some embodiments can set conditions to prohibit repeated power-ups. For example, after a power-up and subsequent hibernation, the auxiliary battery voltage must be raised above a preset recovery threshold (e.g., 12V) via external jump-start before the power-up process can be repeated. This ensures that the auxiliary battery is protected from deep discharge damage, providing the user with an emergency operation opportunity, effectively improving vehicle availability and user experience.

[0067] After the vehicle switches from sleep mode to power-on mode, the XCU restarts the timer. If the main power supply unit still has a power supply abnormality within the third preset time (e.g., 10 minutes), or the voltage of the auxiliary battery is less than (or drops to) the second depletion voltage (e.g., 11.5V), the vehicle will re-enter sleep mode and the vehicle will be prohibited from switching from sleep mode to power-on mode again.

[0068] More specifically, the vehicle is prohibited from switching back from sleep mode to power-on mode unless an external jump-start causes the auxiliary battery voltage to rise above a preset recovery threshold (e.g., 12V).

[0069] This allows users to briefly start the vehicle for limp driving or troubleshooting while avoiding over-discharge of the auxiliary battery.

[0070] To ensure the safety of a malfunctioning vehicle, in some embodiments, when the vehicle is in a power-down scenario, if it is determined that the main power supply unit has a power supply abnormality, the vehicle is controlled to enter a sleep state and then a power-on request is detected. If a power-on request is detected and the voltage of the auxiliary battery is greater than the third depletion voltage, or a key unlocking command is received, the vehicle is controlled to switch from the sleep state to the power-on state.

[0071] The third depletion voltage can be set to 12V.

[0072] In this embodiment, the vehicle can be switched from a dormant state to a powered state through normal operation when the auxiliary battery power is not too low (i.e., greater than the third depletion voltage), or the vehicle can be switched from a dormant state to a powered state through remote key unlocking operation, providing convenience for users to jump-start and repair after a fault.

[0073] For example, a new energy vehicle equipped with a power battery, a main power supply unit, and a 12V auxiliary battery is driving on a main urban road. The vehicle is powered on, and low-voltage loads such as the instrument panel, central control screen, and air conditioning fan are powered by the main power supply unit from the power battery, while simultaneously charging the auxiliary battery. If an abnormality occurs inside the main power supply unit, its operating state changes from normal to faulty, the output voltage drops below 12V, and the output current also drops to less than 5A. At the same time, the voltage of the auxiliary battery begins to slowly decrease due to continuous discharge.

[0074] The power domain controller (XCU) collects signals in real time, including the main power supply unit's operating status, output voltage, output current, auxiliary battery voltage, high-voltage relay command status, and relay closure status feedback from the battery management system. Based on preset logic, if any of the second judgment conditions is met—for example, if the main power supply unit's output voltage is less than 12V or the auxiliary battery voltage is below 12V—and this condition persists for more than one minute, the XCU confirms a power supply abnormality in the main power supply unit and sets a fault flag. This multi-signal integrated judgment and debouncing confirmation mechanism effectively avoids misjudgments caused by instantaneous signal fluctuations.

[0075] Upon fault confirmation, the XCU, through the chassis domain controller (BCM), obtains the current vehicle speed as 42 km / h, exceeding the 2 km / h stationary threshold, determining that the vehicle is in motion. The XCU immediately sends a low-voltage system fault signal to the instrument cluster, illuminating the battery fault warning icon and emitting an audible alarm to alert the driver of the system malfunction. Simultaneously, the XCU sends a torque limiting command to the motor controller, limiting the requested motor torque to below 100 N·m, and then linearly reducing the requested torque to zero over the next two minutes. The driver experiences a sluggish accelerator pedal, a gradual decrease in vehicle power, and a gradual drop in speed from 42 km / h, eventually bringing the vehicle to a safe stop at the roadside. This torque reduction strategy avoids the risk of rear-end collisions or loss of control that could result from a sudden power interruption.

[0076] After the vehicle speed returns to zero, the XCU continues to accumulate the fault duration. Starting from the first fulfillment of the first judgment condition, when the timer reaches the first preset duration of 5 minutes and the fault has not been resolved, the XCU sends a low-voltage power request to the Body Domain Controller (BDCS) to switch to OFF mode. Upon receiving the command, the BDCS switches the vehicle's low-voltage power management mode from ON to OFF, disconnects the low-voltage power supply relay, stops supplying power to non-safety-critical low-voltage loads, and the vehicle enters a sleep state. At this time, the auxiliary battery only maintains the most basic static power consumption of the controller, and the rate of power consumption is greatly reduced, effectively preventing deep discharge and irreversible battery damage caused by continuous power consumption.

[0077] If the user attempts to restart the vehicle by pressing the start button normally, but the vehicle does not respond, the instrument panel will display a message instructing the user to activate a temporary / emergency power-on by continuously pressing the brake pedal for more than 10 seconds. The XCU detects that the brake pedal has been pressed for more than 10 seconds and, combined with the current auxiliary battery voltage being higher than the first depletion voltage of 12V, determines that the emergency power-on request is met. The XCU requests the BDCS to restore the ON mode, and a confirmation prompt appears on the instrument panel, reminding the user to maintain the brake pedal pressure to confirm the power-on. The user maintains this action, and the vehicle returns to power. Although the high-voltage relay cannot close due to a fault, the auxiliary battery can still supply power to the low-voltage load. The user receives a temporary limp-out or diagnostic opportunity under the fault warning.

[0078] The XCU immediately starts a limp timer after temporarily / emergencyly switching the vehicle from sleep mode to power-on mode, setting an allowable limp time of 10 minutes and continuously monitoring the auxiliary battery voltage. Users can use this limp time window to move the vehicle to a safe area that does not obstruct traffic or to the nearest repair shop. If the main power supply unit fails to recover within 10 minutes, or the auxiliary battery voltage drops below the second depletion voltage of 11.5V, the XCU will again request the BDCS to switch to OFF mode, forcing the vehicle into sleep mode and locking the system to prevent further switching from sleep mode to power-on mode unless an external jump-start restores the auxiliary battery voltage to above the recovery threshold of 12V. This temporary control operation, which switches the main power supply unit from sleep mode to power-on mode, works in conjunction with secondary protection to provide users with contingency options while reducing the risk of the auxiliary battery being completely depleted.

[0079] In another scenario, such as when the main power supply unit fails while the vehicle is parked at night and the system is powered down, the XCU periodically activates the main power supply unit and monitors the auxiliary battery voltage. If the auxiliary battery voltage is below the feed voltage threshold (third abnormal voltage threshold) of 11.5V, and this low voltage persists for more than one minute, the XCU determines that the main power supply unit is abnormal, possibly due to abnormal static power consumption or failure of intelligent charging to start. The XCU then sets a fault flag to facilitate feed protection, prohibits the initiation of high-voltage commands and intelligent charging processes, stops sending enable signals to all low-voltage loads, and simultaneously pushes a system fault reminder to the user's mobile app via the remote communication module TBOX, notifying the user that the auxiliary battery is severely depleted and requires jump-start assistance. The entire vehicle is locked in a deep sleep state, retaining only minimal power consumption such as wireless reception, until the user brings an external power source of 12V or higher to jump-start the auxiliary battery, restoring the voltage to above 12V. At this point, the fault is resolved, and the vehicle can start normally. This effectively avoids damage to the auxiliary battery due to repeated attempts to charge or abnormal power consumption in unattended scenarios.

[0080] In this example, the technical solution of this application enables the vehicle to form a complete closed loop from driving safety and power protection to user emergency operation in the event of a power supply failure in the main power supply unit. Users can intuitively perceive that: during a fault, the vehicle does not suddenly lose control, but rather decelerates and stops in a controlled manner, ensuring safety; after stopping, the vehicle will not deplete the auxiliary battery (power) without the user's knowledge, ensuring basic power for subsequent repairs or jump-starts; the temporary / emergency limp-walk function provides at least one opportunity for self-rescue, eliminating the need to rely entirely on external assistance. All control logic relies on the vehicle's existing controller and sensor signals, and is implemented through a functional mechanism of "fault detection - forced state switching - limp-walk permission - lockout protection," with each step clearly correlated with the controller's foolproof logic and signal interaction.

[0081] Reference Figure 2 The auxiliary battery protection method of this invention can be applied to a corresponding auxiliary battery protection system, and the overall architecture of the system can be as follows: Figure 2 As shown.

[0082] This system is applied to hybrid or pure electric vehicles. The vehicle includes a power battery, a main power supply unit, and an auxiliary battery. The power battery provides high-voltage electrical energy to the drive motor. The main power supply unit connects the power battery to the vehicle's low-voltage power grid, converting the high-voltage DC power from the power battery into low-voltage DC power to supply the auxiliary battery and the vehicle's low-voltage loads. The auxiliary battery is typically a 12V battery connected to the low-voltage power supply bus, providing power to low-voltage electrical components such as the instrument panel, lights, central control screen, and various controllers.

[0083] The vehicle also features multiple electronic control units, primarily including a powertrain domain controller, body domain controller, battery management system, remote communication module, auxiliary battery controller, chassis domain controller, motor controller, and instrument cluster. These controllers are interconnected via a vehicle communication bus to exchange data and transmit commands.

[0084] The powertrain domain controller, as the core hub for low-voltage power management, obtains the operating status, output voltage, and output current signals from the main power supply unit, and the current and voltage signals of the auxiliary battery from the auxiliary battery controller. Furthermore, it exchanges information with the battery management system, including high-voltage relay closing commands, relay closing status, and charging status. The body domain controller manages the vehicle's low-voltage power mode; the powertrain domain controller can send low-voltage power request statuses to it and obtain the current low-voltage power management mode status. The chassis domain controller provides the powertrain domain controller with vehicle speed signals and brake pedal status. The powertrain domain controller requests motor torque from the motor controller based on the vehicle's operating conditions and receives the actual torque feedback from the motor controller. When a system fault warning needs to be sent to the driver or the control system, the powertrain domain controller sends a system fault alert to the instrument cluster and transmits the warning information to the user terminal via a remote communication module.

[0085] The aforementioned controllers and the signals they interact with constitute the specific implementation stage of this embodiment, and all subsequent processes are based on this architecture.

[0086] like Figure 3 As shown in the figure, this application embodiment also provides an auxiliary battery protection device, including a judgment module 301, a first control module 302 and a second control module 303.

[0087] in, The judgment module 301 is used to determine whether the main power supply unit on the vehicle has experienced a power supply abnormality based on the power-on / off scenario of the vehicle. The main power supply unit is used to supply power from the power battery to the auxiliary battery and the low-voltage load, and the auxiliary battery is used to supply power to the low-voltage load. The first control module 302 is used to control the vehicle to enter a sleep state when the vehicle is in a power-on scenario, if it is determined that the main power supply unit has a power supply abnormality and the power supply abnormality lasts for a first preset time. The second control module 303 is used to control the vehicle to enter a sleep state if it is determined that the main power supply unit has a power supply abnormality when the vehicle is in a power-off scenario.

[0088] The auxiliary battery protection method provided in this embodiment belongs to the same concept as the auxiliary battery protection method provided in the above embodiments of this application. It can execute the auxiliary battery protection method provided in any of the above embodiments of this application and has the corresponding functional modules and beneficial effects. Technical details not described in detail in this embodiment can be found in the specific processing content of the auxiliary battery protection method provided in the above embodiments of this application, and will not be repeated here.

[0089] Another embodiment of this application also provides an electronic device, see [link to relevant documentation] Figure 4As shown, the electronic device includes a memory 400 and a processor 410.

[0090] The memory 400 is connected to the processor 410 and is used to store programs; The processor 410 is configured to implement the auxiliary battery protection method disclosed in any of the above embodiments by running the program stored in the memory 400.

[0091] Specifically, the electronic device may also include: a bus, a communication interface 420, an input device 430, and an output device 440.

[0092] The processor 410, memory 400, communication interface 420, input device 430, and output device 440 are interconnected via a bus. Among them: A bus can include a pathway for transmitting information between various components of a computer system.

[0093] The processor 410 can be a general-purpose processor, such as a general-purpose central processing unit (CPU), a microprocessor, etc., or an application-specific integrated circuit (ASIC), or one or more integrated circuits used to control the execution of the program of the present application. It can also be a digital signal processor (DSP), an application-specific integrated circuit (ASIC), an off-the-shelf programmable gate array (FPGA), or other programmable logic devices, discrete gate or transistor logic devices, or discrete hardware components.

[0094] Processor 410 may include a main processor, as well as a baseband chip, modem, etc.

[0095] The memory 400 stores a program for executing the technical solution of this application, and may also store an operating system and other critical business functions. Specifically, the program may include program code, which includes computer operation instructions. More specifically, the memory 400 may include read-only memory (ROM), other types of static storage devices capable of storing static information and instructions, random access memory (RAM), other types of dynamic storage devices capable of storing information and instructions, disk storage, flash memory, etc.

[0096] Input device 430 may include a device for receiving user input data and information, such as a keyboard, mouse, camera, scanner, light pen, voice input device, touch screen, pedometer, or gravity sensor.

[0097] Output device 440 may include devices that allow information to be output to a user, such as a display screen, printer, speaker, etc.

[0098] The communication interface 420 may include a device that uses any transceiver to communicate with other devices or communication networks, such as Ethernet, Radio Access Network (RAN), Wireless Local Area Network (WLAN), etc.

[0099] The processor 410 executes the program stored in the memory 400 and calls other devices, which can be used to implement the various steps of any of the auxiliary battery protection methods provided in the above embodiments of this application.

[0100] Those skilled in the art will understand that Figure 4 The structure shown is merely a block diagram of a portion of the structure related to the present application and does not constitute a limitation on the electronic device to which the present application is applied. The specific electronic device may include more or fewer components than shown in the figure, or combine certain components, or have different component arrangements.

[0101] This application also proposes a chip including a processor and a data interface. The processor reads and runs a program stored in a memory through the data interface to execute the auxiliary battery protection method described in any of the above embodiments. For details of the processing and its beneficial effects, please refer to the embodiments of the auxiliary battery protection method described above.

[0102] In addition to the methods and devices described above, embodiments of this application provide a computer program product comprising computer program instructions that, when executed by a processor, cause the processor to perform the steps of the auxiliary battery protection methods according to various embodiments of this application as described in the "Exemplary Methods" section of this specification.

[0103] The computer program product can be written in any combination of one or more programming languages ​​to perform the operations of the embodiments of this application. The programming languages ​​include object-oriented programming languages ​​such as Java and C++, as well as conventional procedural programming languages ​​such as C or similar languages. The program code can be executed entirely on the user's computing device, partially on the user's computing device, as a standalone software package, partially on the user's computing device and partially on a remote computing device, or entirely on a remote computing device or server.

[0104] Furthermore, embodiments of this application also propose a storage medium storing a computer program thereon, the computer program being executed by a processor of the steps in the auxiliary battery protection method according to various embodiments of this application described in the "Exemplary Methods" section above.

[0105] Embodiments of this application also propose a vehicle equipped with the aforementioned auxiliary battery protection device, or, for example, the aforementioned... Figure 4 The electronic device shown.

[0106] The basic principles of the present invention have been described above with reference to specific embodiments. However, it should be noted that the advantages, benefits, and effects mentioned in the present invention are merely examples and not limitations, and should not be considered as essential features of each embodiment of the present invention. Furthermore, the specific details disclosed above are for illustrative and facilitative purposes only, and are not limitations. These details do not limit the present invention to the necessity of employing the aforementioned specific details.

[0107] The block diagrams of devices, apparatuses, devices, and systems involved in this invention are merely illustrative examples and are not intended to require or imply that they must be connected, arranged, or configured in the manner shown in the block diagrams. As those skilled in the art will recognize, these devices, apparatuses, devices, and systems can be connected, arranged, and configured in any manner. Words such as “comprising,” “including,” “having,” etc., are open-ended terms meaning “including but not limited to,” and are used interchangeably with them. The terms “or” and “and” as used herein refer to the terms “and / or,” and are used interchangeably with them unless the context clearly indicates otherwise. The term “such as” as used herein refers to the phrase “such as but not limited to,” and is used interchangeably with it.

[0108] It should also be noted that in the apparatus, device, and method of the present invention, the components or steps can be disassembled and / or recombined. These disassemblies and / or recombinations should be considered as equivalent solutions of the present invention.

[0109] The above description of the disclosed aspects is provided to enable any person skilled in the art to make or use the invention. Various modifications to these aspects will be readily apparent to those skilled in the art, and the general principles defined herein can be applied to other aspects without departing from the scope of the invention. Therefore, the invention is not intended to be limited to the aspects shown herein, but rather to be carried out within the widest scope consistent with the principles and novel features disclosed herein.

[0110] It should be understood that the qualifying terms "first", "second", "third", "fourth", "fifth" and "sixth" used in the description of the embodiments of the present invention are only used to more clearly illustrate the technical solutions and are not intended to limit the scope of protection of the present invention.

[0111] The above description has been given for purposes of illustration and description. Furthermore, this description is not intended to limit the embodiments of the invention to the forms disclosed herein. Although numerous exemplary aspects and embodiments have been discussed above, those skilled in the art will recognize certain variations, modifications, alterations, additions, and sub-combinations therein.

Claims

1. An auxiliary battery protection method, characterized in that, Applied to a vehicle, the vehicle is equipped with a power battery, a main power supply unit, and an auxiliary battery, wherein the auxiliary battery supplies power to a low-voltage load, and the main power supply unit supplies power from the power battery to the auxiliary battery and the low-voltage load; the method includes: Based on the power-on / off scenario of the vehicle, determine whether the main power supply unit has experienced a power supply abnormality; When the vehicle is in a power-on scenario, if it is determined that the main power supply unit has a power supply abnormality and the power supply abnormality lasts for a first preset duration, then the vehicle is controlled to enter a sleep state. When the vehicle is in a power-off scenario, if it is determined that the main power supply unit has a power supply abnormality, the vehicle will be controlled to enter a sleep state.

2. The auxiliary battery protection method according to claim 1, characterized in that, The main power supply unit determines whether a power supply abnormality has occurred based on the power-on / off scenario of the vehicle, including: If the vehicle is in a powered-on scenario, based on whether the working state of the main power supply unit, the working state of the auxiliary battery and / or the working state of the high-voltage relay meet the first judgment condition, it is determined whether the main power supply unit has experienced a power supply abnormality. If the vehicle is in a power-off scenario, based on the working state of the auxiliary battery when the main power supply unit is periodically activated, it is determined whether the second judgment condition is met, and whether the main power supply unit has experienced a power supply abnormality.

3. The auxiliary battery protection method according to claim 1, characterized in that, When the vehicle is in a powered-on scenario, the method further includes: If it is determined that the main power supply unit has a power supply abnormality and the vehicle is in driving mode, then the motor torque of the vehicle is controlled to be less than the first preset torque, the motor torque of the vehicle is controlled to be reduced to the second preset torque within a second preset time period, and a reminder is given to the target user. The first preset torque is greater than the second preset torque. If it is determined that the main power supply unit has a power supply abnormality and the vehicle is not in operation, then the target user will be alerted.

4. The auxiliary battery protection method according to claim 1, characterized in that, After determining that the main power supply unit has experienced a power supply abnormality, and that the power supply abnormality persists for a first preset duration, and then controlling the vehicle to enter a sleep state, the method further includes: Detect whether a power-on request is being made; If a power-on request is requested and the voltage of the auxiliary battery is greater than the first depletion voltage, the vehicle is controlled to switch from sleep mode to power-on mode.

5. The auxiliary battery protection method according to claim 4, characterized in that, The control of switching the vehicle from a sleep state to a power-on state includes: Remind the target user to perform a confirmation power-on action; If it is determined that the target user has performed the confirmation power-on action, then the vehicle is controlled to switch from sleep mode to power-on mode.

6. The auxiliary battery protection method according to claim 5, characterized in that, If it is determined that the target user has performed the confirmation power-on action, and after controlling the vehicle to switch from sleep mode to power-on mode, the method further includes: If the main power supply unit still has a power supply abnormality within the third preset time period, or if the voltage of the auxiliary battery is less than the second depletion voltage, then the vehicle is controlled to re-enter the sleep state and the vehicle is prohibited from switching from the sleep state to the power-on state again.

7. The auxiliary battery protection method according to claim 1, characterized in that, If it is determined that the main power supply unit has a power supply abnormality, and the vehicle is then controlled to enter a sleep state, the method further includes: Detect whether a power-on request is being made; If a power-on request is made and the voltage of the auxiliary battery is greater than the third depletion voltage, or if a key unlock command is received, the vehicle is controlled to switch from sleep mode to power-on mode.

8. An auxiliary battery protection device, characterized in that, The device includes: The judgment module is used to determine whether the main power supply unit on the vehicle has experienced a power supply abnormality based on the power-on / off scenario of the vehicle. The main power supply unit is used to supply power from the power battery to the auxiliary battery and the low-voltage load, and the auxiliary battery is used to supply power to the low-voltage load. The first control module is used to control the vehicle to enter a sleep state when the vehicle is in a power-on scenario and it is determined that the main power supply unit has a power supply abnormality and the power supply abnormality lasts for a first preset time. The second control module is used to control the vehicle to enter a sleep state if it is determined that the main power supply unit has a power supply abnormality when the vehicle is in a power-off scenario.

9. An electronic device, characterized in that, Including memory and processor; The memory is connected to the processor and is used to store programs; The processor is used to implement the auxiliary battery protection method as described in any one of claims 1 to 7 by running a program in the memory.

10. A vehicle, characterized in that, The vehicle is equipped with the auxiliary battery protection device as described in claim 8 or the electronic device as described in claim 9.

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