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

Abstract

A vehicle power supply system, and a power supply control method and device (30). The method is used for controlling the vehicle power supply system; the vehicle power supply system comprises a first battery used for supplying power to an electric drive system, a second battery used for supplying power to a low-voltage load, the electric drive system, the low-voltage load and a direct current-direct current (DC-DC) converter; the DC-DC converter is coupled between the second battery and the electric drive system; the voltage level of the first battery is higher than the voltage level of the second battery; the power supply control method comprises: when it is determined that the power supply of the first battery to the electric drive system is interrupted (S401), controlling the second battery to supply power to the electric drive system by means of the DC-DC converter, the DC-DC converter having a boost function (S402), such that when the power supply of a power battery is interrupted, a vehicle still has power to continue driving, so as to allow the vehicle to drive to a safe location for stopping, improving the safety of the vehicle. Also involved are a chip, a power supply control system, a vehicle, a computer-readable storage medium, and a computer program product.

Description

Vehicle power supply system, power supply control method and device TECHNICAL FIELD

[0001] The present application relates to the technical field of vehicles, and in particular to a vehicle power supply system, a power supply control method and a device. BACKGROUND

[0002] For a pure electric vehicle, the high-voltage power supply of the whole vehicle depends on the core component of the power battery.

[0003] When the power supply of the power battery is interrupted due to a fault of the power battery, the high-voltage power of the whole vehicle is turned off, so that the power of the whole vehicle is interrupted instantaneously, forcing the vehicle to stop on the original lane. Especially when the power supply interruption of the power battery occurs in a special scene (such as a highway section), it will bring serious safety hazards.

[0004] SUMMARY

[0005] The present application discloses a vehicle power supply system, a power supply control method and a device, which can ensure that the power of the whole vehicle is not interrupted instantaneously in the case of power supply interruption of the power battery, support the vehicle to stop at a safe position, and improve the safety of the vehicle.

[0006] In a first aspect, the present application provides a vehicle power supply system, which comprises a first battery, a second battery, an electric drive system, a low-voltage load and a direct current-direct current (DC-DC) converter, wherein the voltage level of the first battery is higher than that of the second battery, and the DC-DC converter is coupled between the second battery and the electric drive system; the first battery is configured to supply power to the electric drive system, and the second battery is configured to supply power to the low-voltage load; the second battery is further configured to supply power to the electric drive system through the DC-DC converter in the case of power supply interruption of the electric drive system by the first battery, and the DC-DC converter has a voltage boosting function.

[0007] Exemplarily, the low-voltage load can be an instrument, a lighting system, a sound system, an electric window, a seat adjuster, a windshield wiper controller, etc. The low-voltage load refers to a device or system that works in a first voltage range, and the upper limit of the voltage of the first voltage range is, for example, 12 volts or 24 volts.

[0008] Here, the first battery can also be referred to as a power battery.

[0009] In the above solution, in the vehicle power supply system, the DC-DC converter coupled between the second battery and the electric drive system can provide a voltage boosting function for the second battery. In the case where the power supply of the electric drive system by the first battery (i.e., the power battery) is interrupted, the low voltage output by the second battery is converted into high voltage by the DC-DC converter to supply power to the electric drive system. In this way, the solution is implemented, and even if the power supply of the electric drive system by the power battery is interrupted, the electric drive system of the vehicle can maintain a certain power for a period of time to support the vehicle to drive to a safe position and park, thereby improving the safety of the vehicle.

[0010] In combination with the first aspect, in a possible implementation manner of the first aspect, the DC-DC converter is a bidirectional DC-DC converter, or the DC-DC converter is a voltage boosting converter.

[0011] Here, when the DC-DC converter is a bidirectional DC-DC converter, the function is rich and space-saving, and the deployment of the wire harness can be reduced, and the complexity of the deployment is reduced. When the DC-DC converter is a voltage boosting converter, the flexibility of the deployment of the DC-DC converter in the vehicle power supply system can be improved.

[0012] In combination with the first aspect, in a possible implementation manner of the first aspect, the vehicle power supply system further includes a distribution box, when the DC-DC converter is a bidirectional DC-DC converter, the DC-DC converter is coupled between the second battery and the electric drive system through the distribution box, and the first battery is further configured to charge the second battery through the distribution box and the DC-DC converter.

[0013] In this implementation manner, when the DC-DC converter is a bidirectional DC-DC converter, the vehicle power supply system further supports delivering part of the power of the first battery to the second battery through the distribution box and the bidirectional DC-DC converter to charge the second battery. In this way, the power utilization rate of the first battery can be improved.

[0014] In combination with the first aspect, in a possible implementation manner of the first aspect, when the DC-DC converter is a bidirectional DC-DC converter, the DC-DC converter is further coupled between the second battery and the low-voltage load, and the first battery is further configured to supply power to the low-voltage load through the distribution box and the DC-DC converter.

[0015] In this implementation manner, when the DC-DC converter is a bidirectional DC-DC converter, the vehicle power supply system further supports delivering part of the power of the first battery to the low-voltage load through the distribution box and the bidirectional DC-DC converter to charge the low-voltage load. In this way, the power utilization rate of the first battery can be improved.

[0016] With reference to the first aspect, in a possible implementation of the first aspect, the vehicle power supply system further comprises a distribution box, and when the DC-DC converter is a step-up converter, the vehicle power supply system further comprises a step-down converter coupled between the second battery and the electric drive system through the distribution box, and the first battery is further configured to charge the second battery through the distribution box and the step-down converter.

[0017] In the implementation, when the DC-DC converter is a step-up converter, the vehicle power supply system further supports delivering part of the power of the first battery to the second battery through the distribution box and the step-down converter to charge the second battery. In this way, the power utilization rate of the first battery can be improved.

[0018] With reference to the first aspect, in a possible implementation of the first aspect, when the DC-DC converter is a step-up converter, the step-down converter is further coupled between the second battery and the low-voltage load, and the first battery is further configured to supply power to the low-voltage load through the distribution box and the step-down converter.

[0019] In the implementation, when the DC-DC converter is a step-up converter, the vehicle power supply system further supports delivering part of the power of the first battery to the low-voltage load through the distribution box and the step-down converter to supply power to the low-voltage load. In this way, the power utilization rate of the first battery can be improved.

[0020] With reference to the first aspect, in a possible implementation of the first aspect, when the vehicle power supply system comprises the step-down converter, the distribution box comprises a first switch, an active end of the first switch is connected with the first battery and the electric drive system respectively, a first fixed end of the first switch is connected with an input end of the step-down converter, and a second fixed end of the first switch is connected with an output end of the step-up converter; when the step-down converter enables the step-down function, the active end of the first switch is in communication with the first fixed end of the first switch; and when the step-up converter enables the step-up function, the active end of the first switch is in communication with the second fixed end of the first switch. In this case, the first switch is a single-pole double-throw switch.

[0021] In the implementation, by arranging the first switch in the distribution box, when the active end of the first switch is in communication with the first fixed end of the first switch, the first battery is in communication with the step-down converter. The first battery being in communication with the step-down converter is equivalent to the first battery being in communication with the second battery, thereby supporting the first battery charging the second battery through the step-down converter. The first battery being in communication with the step-down converter is also equivalent to the first battery being in communication with the low-voltage load, thereby supporting the first battery supplying power to the low-voltage load through the step-down converter. When the active end of the first switch is in communication with the second fixed end of the first switch, the step-up converter is in communication with the electric drive system. The step-up converter being in communication with the electric drive system is equivalent to the second battery being in communication with the electric drive system, thereby supporting the second battery supplying power to the electric drive system after being stepped up by the step-up converter.

[0022] With reference to the first aspect, in a possible implementation form of the first aspect, when the vehicle power supply system comprises the step-down converter, the power distribution box comprises a second switch and a third switch, a first end of the second switch is connected with the electric drive system, a second end of the second switch is connected with an output end of the step-up converter; a first end of the third switch is connected with the first battery and the electric drive system respectively, a second end of the third switch is connected with an input end of the step-down converter; when the step-up converter enables the step-up function, the second switch is closed; when the step-down converter enables the step-down function, the third switch is closed; and the second switch and the third switch are mutually exclusive.

[0023] By implementing the implementation form, the second switch is closed to enable the step-up converter to communicate with the electric drive system, which is equivalent to the second battery communicating with the electric drive system, thereby supporting the second battery to supply power to the electric drive system after being stepped up by the step-up converter; the third switch is closed to enable the first battery to communicate with the step-down converter, which is equivalent to the first battery communicating with the second battery, thereby supporting the first battery to charge the second battery through the step-down converter. The first battery also communicates with the step-down converter, which is equivalent to the first battery communicating with the low-voltage load, thereby supporting the first battery to supply power to the low-voltage load through the step-down converter.

[0024] With reference to the first aspect, in a possible implementation form of the first aspect, the DC-DC converter is configured to, in response to receiving a first instruction, enable a step-up function of the DC-DC converter to enable the second battery to supply power to the electric drive system in a case where the first battery interrupts the supply of power to the electric drive system.

[0025] By implementing the implementation form, when the first battery interrupts the supply of power to the electric drive system, the DC-DC converter enters the step-up mode in response to the first instruction, thereby providing support for the second battery to supply power to the electric drive system.

[0026] With reference to the first aspect, in a possible implementation form of the first aspect, the DC-DC converter is further configured to, in response to receiving a second instruction or a third instruction, close the step-up function of the DC-DC converter, the second instruction instructing to close the step-up function, and the third instruction being a power-off instruction.

[0027] By implementing the implementation form, the DC-DC converter exits the step-up mode in response to the second instruction or the third instruction. In this way, it is beneficial to prevent the second battery from over-discharging or overheating, and also to avoid the risk of high-voltage electric shock when a collision occurs.

[0028] In a second aspect, the application provides a power supply control method for controlling a vehicle power supply system, the vehicle power supply system comprising a first battery, a second battery, an electric drive system, a low-voltage load, and a DC-DC converter, wherein the DC-DC converter is coupled between the second battery and the electric drive system, the first battery has a voltage level higher than that of the second battery, the first battery is configured to supply power to the electric drive system, and the second battery is configured to supply power to the low-voltage load; the method comprises: determining an interruption of power supply from the first battery to the electric drive system; and controlling the second battery to supply power to the electric drive system through the DC-DC converter, wherein the DC-DC converter has a voltage boosting function.

[0029] By way of example, the low-voltage load can be an instrument cluster, a lighting system, a sound system, a power window, a seat adjuster, a wiper controller, etc. The low-voltage load refers to a device or system operating in a first voltage range, for example, with a voltage upper limit of 12 volts or 24 volts.

[0030] Here, the first battery can also be referred to as a power battery.

[0031] In the above method, in the event of an interruption of power supply from the power battery (i.e., the first battery) to the electric drive system, the second battery in the vehicle is used to supply power to the electric drive system after boosting the voltage, thereby ensuring continued power supply to the electric drive system. The electric drive system can continue to maintain power for a period of time, supporting the vehicle to maintain power and travel a certain distance in the event of an interruption of power supply from the power battery, so that the vehicle can travel to a safe location and stop, thereby improving the safety of the vehicle and the safety of the occupants.

[0032] In combination with the second aspect, in a possible implementation manner of the second aspect, the DC-DC converter is a bidirectional DC-DC converter, or the DC-DC converter is a voltage boosting converter.

[0033] Here, the DC-DC converter is a bidirectional DC-DC converter, which is rich in functions and saves space, reduces the deployment of wiring harnesses, and reduces the complexity of deployment. The DC-DC converter is a voltage boosting converter, which improves the flexibility of deployment of the DC-DC converter in the vehicle power supply system.

[0034] In combination with the second aspect, in a possible implementation manner of the second aspect, the nominal voltage of the first battery is greater than a first voltage value, and the nominal voltage of the second battery is less than a second voltage value, wherein the first voltage value is greater than the second voltage value.

[0035] That is, the first battery is a high-voltage battery, and the second battery is a low-voltage battery. In the case where the power supply of the power battery to the electric drive system is interrupted, the low-voltage battery continues to supply power to the electric drive system, so that the vehicle can continue to maintain power driving for a period of time, which is beneficial to improve the safety of the vehicle.

[0036] With reference to the second aspect, in a possible implementation of the second aspect, the determination that the power supply of the first battery to the electric drive system is interrupted is based on one or more of the following conditions being met:

[0037] detecting that an output current of the first battery meets an abnormal condition;

[0038] receiving alarm information from a battery management system (BMS), the alarm information indicating that the first battery is faulty or indicating that a connection between the first battery and the electric drive system is disconnected;

[0039] receiving diagnostic information from an on-board diagnostic system, the diagnostic information indicating a fault that causes the power supply of the first battery to be interrupted.

[0040] For example, the abnormal condition is that the output current of the first battery becomes zero.

[0041] The implementation of the above implementation can determine the interruption of the power supply of the first battery to the electric drive system from multiple aspects, thereby improving the reliability and accuracy of the decision result.

[0042] With reference to the second aspect, in a possible implementation of the second aspect, the control of the second battery to supply power to the electric drive system through the DC-DC converter includes: sending a first instruction to the DC-DC converter, the first instruction being used to instruct the DC-DC converter to perform voltage boosting on the voltage output by the second battery, so as to supply power to the electric drive system by the second battery.

[0043] The implementation of the implementation enables the DC-DC converter to enter the voltage boosting mode by sending the instruction to the DC-DC converter, so that the DC-DC converter can convert the low voltage output by the second battery into high voltage, and thus, in the case where the power supply of the power battery to the electric drive system is interrupted, the electric drive system can continue to be supplied with high-voltage power.

[0044] With reference to the second aspect, in a possible implementation of the second aspect, the method further includes: obtaining time information based on a parameter of the second battery and a parameter of the DC-DC converter, the time information being used to indicate a maximum duration for which the second battery supplies power to the electric drive system, and the parameter of the DC-DC converter including a power limit value of the DC-DC converter; and controlling the vehicle to stop based on the time information, or prompting the time information and the power limit value to the driver to enable the driver to control the vehicle to stop.

[0045] Here, the power limit value is used to limit the output power of the DC-DC converter.

[0046] Exemplarily, the parameters of the second battery include a nominal voltage of the second battery, a capacity of the second battery, and a current state of charge of the second battery. The remaining capacity of the second battery can be obtained based on the capacity of the second battery and the current state of charge of the second battery. In some schemes, the parameters of the second battery further include an available energy ratio of the second battery and a conversion efficiency of the second battery. In this way, the high-voltage available energy of the second battery can be obtained according to the parameters of the second battery, and the time information for indicating the maximum power supply duration that the second battery can provide when supplying power to the electric drive system based on the power limit value can be obtained based on the high-voltage available energy of the second battery and the power limit value.

[0047] By implementing the implementation manner, in the intelligent driving scenario, the vehicle can continue to travel for a distance in the case that the power supply of the power battery to the electric drive system is interrupted, and the vehicle can be parked at a safe position. In the human driving scenario, the driver can be timely reminded of the time information and the power limit value, so that the driver can control the vehicle to be parked safely in time. In this way, the safety of the vehicle is improved.

[0048] With reference to the second aspect, in a possible implementation manner of the second aspect, the controlling the vehicle to be parked based on the time information comprises: determining a travel strategy based on the time information and the power limit value, the travel strategy causing the time duration for the vehicle to travel from a current position to a target position to be less than the maximum time duration indicated by the time information; and controlling the vehicle to travel to the target position based on the travel strategy.

[0049] Here, the travel strategy can also be a minimum risk strategy. The vehicle is controlled based on the travel strategy, so that the probability of an accident occurring can be minimized, and the safety of the vehicle in various environments can be ensured.

[0050] With reference to the second aspect, in a possible implementation manner of the second aspect, the method further comprises: broadcasting a power-off instruction when the collision signal is acquired, the power-off instruction causing the DC-DC converter to stop performing the voltage boosting operation. In this way, the passengers in the vehicle can be prevented from being electrocuted, and the safety of the vehicle and the passengers can be improved.

[0051] With reference to the second aspect, in a possible implementation manner of the second aspect, after the second battery supplies power to the electric drive system through the DC-DC converter, the method further comprises: when it is monitored that the second battery satisfies any one of the following conditions, sending a second instruction to the DC-DC converter, the second instruction being used to instruct the DC-DC converter to stop performing the voltage boosting operation.

[0052] The state of charge SOC of the second battery is less than or equal to a first threshold value.

[0053] a temperature of the second battery reaches a second threshold; or

[0054] a voltage output by the second battery is less than or equal to a third threshold.

[0055] By implementing the implementation, when any one of the state of charge, the temperature, and the voltage of the second battery meets the above condition, the over-discharge or over-heat of the battery can be prevented by timely stopping the boost operation by controlling the DC-DC converter, which is conducive to maintaining the safety of the second battery.

[0056] In a third aspect, the present application provides a device for power supply control, which is used for controlling a vehicle power supply system, the vehicle power supply system comprising a first battery, a second battery, an electric drive system, a low-voltage load, and a direct-current-direct-current (DC-DC) converter, wherein the DC-DC converter is coupled between the second battery and the electric drive system, the voltage level of the first battery is higher than that of the second battery, the first battery is used for supplying power to the electric drive system, and the second battery is used for supplying power to the low-voltage load; the device comprises: a detection unit configured to determine an interruption of power supply from the first battery to the electric drive system; and a processing unit configured to control the second battery to supply power to the electric drive system through the DC-DC converter, wherein the DC-DC converter has a boost function.

[0057] With reference to the third aspect, in a possible implementation of the third aspect, the DC-DC converter is a bidirectional DC-DC converter, or the DC-DC converter is a boost converter.

[0058] With reference to the third aspect, in a possible implementation of the third aspect, a nominal voltage of the first battery is greater than a first voltage value, and a nominal voltage of the second battery is less than a second voltage value, wherein the first voltage value is greater than the second voltage value.

[0059] With reference to the third aspect, in a possible implementation of the third aspect, the detection unit is specifically configured to determine the interruption of power supply from the first battery to the electric drive system when one or more of the following conditions is met:

[0060] detecting that an output current of the first battery meets an abnormal condition;

[0061] receiving alarm information from a battery management system (BMS), the alarm information indicating a failure of the first battery or indicating a disconnection between the first battery and the electric drive system;

[0062] receiving diagnosis information from an on-board diagnostic system, the diagnosis information indicating a failure causing the interruption of power supply from the first battery.

[0063] In a possible implementation manner of the third aspect, the apparatus further includes a sending unit, and the processing unit is specifically configured to send, by the sending unit, a first instruction to the DC-DC converter, where the first instruction is used to instruct the DC-DC converter to perform voltage boosting on the voltage output by the second battery, so that the second battery supplies power to the electric driving system.

[0064] In a possible implementation manner of the third aspect, the processing unit is further configured to obtain time information according to the parameter of the second battery and the parameter of the DC-DC converter, where the time information is used to indicate a maximum time length during which the second battery supplies power to the electric driving system, and the parameter of the DC-DC converter includes a power limit value of the DC-DC converter; and control the vehicle to stop, or prompt the time information and the power limit value to the driver to make the driver control the vehicle to stop, based on the time information.

[0065] In a possible implementation manner of the third aspect, the processing unit is specifically configured to determine a driving strategy based on the time information and the power limit value, where the driving strategy makes a time length during which the vehicle travels from a current position to a target position less than the maximum time length indicated by the time information; and control the vehicle to drive to the target position and stop there based on the driving strategy.

[0066] In a possible implementation manner of the third aspect, the apparatus further includes a sending unit, and the sending unit is configured to broadcast a power-down instruction when the collision signal is acquired, where the power-down instruction makes the DC-DC converter stop performing the voltage boosting operation.

[0067] In a possible implementation manner of the third aspect, the sending unit is further configured to send a second instruction to the DC-DC converter when the detection unit detects that the second battery meets any one of the following conditions:

[0068] a state of charge (SOC) of the second battery is less than or equal to a first threshold value;

[0069] a temperature of the second battery reaches a second threshold value; or

[0070] a voltage output by the second battery is less than or equal to a third threshold value.

[0071] In a fourth aspect, the present application provides a chip for power supply control, the chip including a processor and a memory, where the memory is used to store program instructions; and the processor invokes the program instructions in the memory, so that the chip executes the method in the second aspect or any possible implementation manner of the second aspect.

[0072] In a fifth aspect, the present application provides a vehicle, which comprises the device of any possible implementation manner of the third aspect or the chip of the fourth aspect, and a vehicle power supply system in the first aspect or any possible implementation manner of the first aspect.

[0073] In a sixth aspect, the present application provides a computer readable storage medium, which comprises computer instructions, when the computer instructions are run by a processor, the method in the second aspect or any possible implementation manner of the second aspect is implemented.

[0074] In a seventh aspect, the present application provides a computer program product, when the computer program product is executed by a processor, the method in the second aspect or any possible implementation manner of the second aspect is implemented. The computer program product, for example, can be a software package, when the method provided by the second aspect or any possible implementation manner of the second aspect is needed, the computer program product can be downloaded and executed on the processor, so as to implement the method in the second aspect or any possible implementation manner of the second aspect. BRIEF DESCRIPTION OF DRAWINGS

[0075] FIG. 1 is a schematic diagram of a vehicle power supply system provided by an embodiment of the present application;

[0076] FIG. 2 is a schematic diagram of an architecture of a power supply control system provided by an embodiment of the present application;

[0077] FIG. 3A is a schematic diagram of a block diagram of another vehicle power supply system provided by an embodiment of the present application;

[0078] FIG. 3B is a schematic diagram of a block diagram of another vehicle power supply system provided by an embodiment of the present application;

[0079] FIG. 3C is a schematic diagram of a block diagram of another vehicle power supply system provided by an embodiment of the present application;

[0080] FIG. 3D is a schematic diagram of a block diagram of another vehicle power supply system provided by an embodiment of the present application;

[0081] FIG. 3E is a schematic diagram of a connection of a power distribution box provided by an embodiment of the present application;

[0082] FIG. 3F is a schematic diagram of a connection of another power distribution box provided by an embodiment of the present application;

[0083] FIG. 4 is a flowchart of a power supply control method provided by an embodiment of the present application;

[0084] FIG. 5A is a schematic diagram of a flow direction of power output by a second battery provided by an embodiment of the present application;

[0085] FIG. 5B is a schematic diagram of another power flow of the second battery output power according to an embodiment of the present application;

[0086] FIG. 5C is a schematic diagram of another power flow of the second battery output power according to an embodiment of the present application;

[0087] FIG. 5D is a schematic diagram of another power flow of the second battery output power according to an embodiment of the present application;

[0088] FIG. 6 is a schematic diagram of an application scenario according to an embodiment of the present application;

[0089] FIG. 7 is a schematic diagram of a display interface according to an embodiment of the present application;

[0090] FIG. 8 is a schematic diagram of a structure of a control device according to an embodiment of the present application;

[0091] FIG. 9 is a schematic diagram of a structure of a control device according to an embodiment of the present application. DETAILED DESCRIPTION

[0092] In the present solution, the prefix words such as "first", "second" are merely used to distinguish different description objects, and do not have any limiting effect on the position, order, priority, quantity or content of the described objects. For example, the described objects are "fields", and the ordinal words before "fields" in "first field" and "second field" do not limit the position or order between "fields", and "first" and "second" do not limit whether the "fields" they modify are in the same message or not, nor do they limit the order of "first field" and "second field". For another example, the described objects are "levels", and the ordinal words before "levels" in "first level" and "second level" do not limit the priority between "levels". For another example, the quantity of the described objects is not limited by the prefix words, and can be one or more. For example, "first device", where the quantity of "devices" can be one or more. In addition, the objects modified by different prefix words can be the same or different. For example, the described objects are "devices", and "first device" and "second device" can be the same device, the same type of device or different types of devices. For another example, the described objects are "information", and "first information" and "second information" can be information of the same content or information of different content. In summary, the use of prefix words in the embodiments of the present application does not constitute a limitation on the described objects, and the statements on the described objects refer to the description in the context of the claims or embodiments, and should not constitute an unnecessary limitation because of the use of such prefix words.

[0093] Referring to FIG. 1, FIG. 1 is a schematic diagram of a vehicle power supply system according to an embodiment of the present application. In FIG. 1, the vehicle power supply system includes a first battery, a second battery, a step-down converter, a distribution box, an electric drive system, and a low-voltage load. The first battery is connected to the electric drive system through the distribution box. The distribution box is connected to the second battery and the low-voltage load through the step-down converter, and the second battery is also connected to the low-voltage load. Exemplarily, the low-voltage load can be an instrument, a lighting system, a sound system, a power window, a seat adjuster, a wiper controller, etc.

[0094] Here, the first battery, also referred to as a power battery, is a high-voltage battery mainly used to supply power to the electric drive system of the vehicle. The second battery is a low-voltage battery used to supply power to the low-voltage load of the vehicle.

[0095] The distribution box is used for power distribution and power transmission. For example, in FIG. 1, the distribution box can distribute the power output by the first battery to the electric drive system, the low-voltage load, and the second battery. The electric drive system is a device for driving the vehicle to travel.

[0096] The step-down converter is used to step down one direct current voltage to another direct current voltage. Here, the step-down converter is a unidirectional direct current-direct current (DC-DC) converter. In FIG. 1, the distribution box can distribute part of the power of the first battery to the second battery and the low-voltage load to charge the second battery. Considering that the voltage difference between the first battery and the second battery can damage the second battery, the power distributed by the distribution box is stepped down by the step-down converter before being output to the second battery, so that the second battery can be safely charged. Considering that the voltage difference between the first battery and the low-voltage load can damage the low-voltage load, the power distributed by the distribution box is stepped down by the step-down converter before being output to the low-voltage load, so that the low-voltage load can be safely powered.

[0097] Exemplarily, in FIG. 1, the first battery outputs power to the distribution box, and the distribution box can distribute the power from the first battery to the electric drive system, the low-voltage load, and the second battery to achieve power supply to the electric drive system and the low-voltage load and charging of the second battery. The distribution box needs to distribute the power to the low-voltage load and the second battery through the step-down converter. In addition, the second battery can directly supply power to the low-voltage load.

[0098] In FIG. 1, when the first battery fails or the connection between the first battery and the distribution box is interrupted, the power supply of the first battery to the electric drive system is interrupted, which can cause instantaneous power interruption of the vehicle, unexpected deceleration of the vehicle, and the vehicle being forced to stop on the original lane without reaching a safe position, which poses a great safety hazard.

[0099] To solve the above problems, an embodiment of the present application provides a schematic diagram of a power supply control system. When power supply of a first battery of the vehicle is interrupted, the power supply control system can control a second battery other than the first battery to supply power to an electric drive system, so that the electric drive system is continuously powered for a certain period of time, thereby supporting the vehicle to drive to a safe position and stopping, and improving the safety of the vehicle.

[0100] In the present solution, the vehicle can be an autonomous vehicle, which is configured with an autonomous driving system. The autonomous driving system can independently perform all or part of the driving operation according to different autonomous driving capabilities. In some solutions, the vehicle can also be a non-autonomous vehicle, i.e., the driving operation is performed by a natural driver.

[0101] The composition of the power supply control system is described below. Referring to FIG. 2, FIG. 2 is a schematic diagram of an architecture of a power supply control system according to an embodiment of the present application. The power supply control system includes a control device and a vehicle power supply system, and the control device communicates with the vehicle power supply system in a wired or wireless manner.

[0102] For example, the control device can be a controller of the vehicle or a component in the controller, such as a chip, an integrated circuit, etc. Here, the controller can be a software and hardware integrated platform for supporting body control and chassis control, such as a vehicle domain controller (VDC); or a software and hardware integrated platform for supporting intelligent driving, i.e., a vehicle computing platform, such as a mobile data center (MDC). In some solutions, the MDC can also be referred to as an advanced driving assistance system domain controller (ADASDC) or an automatic drive domain controller (AD DC). In some solutions, the controller can also be a central computing unit, which integrates multiple functions of body control, automatic driving control and cockpit control.

[0103] The vehicle power supply system is used to supply power to the whole vehicle, for example, to supply power to the electric drive system of the vehicle. In some solutions, the vehicle power supply system can also supply power to at least one of high-voltage loads and low-voltage loads of the vehicle. For example, the high-voltage load can be an air conditioning system of the vehicle, an on board charge (OBC), etc.

[0104] The power supply control system shown in FIG. 2 can be applied in various application scenarios, such as the following application scenarios: mobile internet (MI), industrial control, self driving, transportation safety, internet of things (IoT), smart city, etc.

[0105] The power supply control system shown in FIG. 2 can be applied in various network types, such as one or more of the following network types: SparkLink, long term evolution (LTE) network, 5th generation mobile communication technology (5G), wireless local area network (such as Wi-Fi), bluetooth (BT), Zigbee, or vehicle short-range wireless communication network, etc.

[0106] Here, FIG. 2 is only an exemplary architecture diagram, but does not limit the number of network elements included in the system shown in FIG. 2. Although FIG. 2 does not show, in addition to the functional entities shown in FIG. 2, FIG. 2 can also include other functional entities. In addition, the method provided by the embodiments of the present application can be applied to the power supply control system shown in FIG. 2, and of course the method provided by the embodiments of the present application can also be applied to other power supply control systems.

[0107] In the present scheme, the vehicle power supply system includes a first battery, a second battery, a DC-DC converter, an electric drive system, and a low-voltage load, wherein the DC-DC converter is coupled between the second battery and the electric drive system, the voltage level of the first battery is higher than that of the second battery, and the DC-DC converter has a voltage boosting function. Here, the first battery is used to supply power to the electric drive system, and the second battery is used to supply power to the low-voltage load. The second battery is also used to supply power to the electric drive system through the DC-DC converter in the case that the power supply of the first battery to the electric drive system is interrupted.

[0108] Exemplarily, the control device can control the second battery to supply power to the electric drive system through the DC-DC converter in the case that the power supply of the first battery to the electric drive system is interrupted. For details, please refer to the description of the following FIG. 4 embodiment, which will not be repeated here.

[0109] Here, the DC-DC converter can be a bidirectional DC-DC converter (i.e., having both the function of step-up and the function of step-down) or a unidirectional DC-DC converter (i.e., a step-up converter). Based on the selection of the DC-DC converter, the connection relationship of the components in the vehicle power supply system can also be different. Some block diagram schematics of the vehicle power supply system are provided in the embodiments of the present application, please refer to FIG. 3A-FIG. 3D below.

[0110] In an implementation manner, when the DC-DC converter is a bidirectional DC-DC converter, the connection mode of the components in the vehicle power supply system can refer to FIG. 3A. In FIG. 3A, in addition to the first battery, the second battery, the bidirectional DC-DC converter, the low-voltage load and the electric drive system, the vehicle power supply system also includes a distribution box. Among them, the first battery is connected with the electric drive system through the distribution box, the distribution box is also connected with the second battery and the low-voltage load through the bidirectional DC-DC converter, and the second battery is also connected with the low-voltage load. As can be seen, the bidirectional DC-DC converter is coupled between the second battery and the electric drive system through the distribution box.

[0111] In FIG. 3A, for the first battery, the first battery is used to supply power to the electric drive system through the distribution box, the first battery is used to charge the second battery through the distribution box and the bidirectional DC-DC converter (used to perform step-down operation), and the first battery is also used to supply power to the low-voltage load through the distribution box and the bidirectional DC-DC converter (used to perform step-down operation); for the second battery, the second battery is used to supply power to the low-voltage load, and the second battery is also used to supply power to the electric drive system through the bidirectional DC-DC converter (used to perform step-up operation) and the distribution box in the case that the power supply of the electric drive system by the first battery is interrupted. In addition, compared with the vehicle power supply system shown in FIG. 1, only the step-down converter in FIG. 1 is replaced by the bidirectional DC-DC converter in FIG. 3A in the vehicle power supply system shown in FIG. 3A, the volume of the DC-DC converter is increased, and the redundant safety design of the first battery in the emergency can be realized with small changes to the whole vehicle.

[0112] For example, the power supply scheme of the whole vehicle can be: the first battery is selected as 750V, and the second battery is selected as a 12V 20Ah lithium iron phosphate battery; for the bidirectional DC-DC converter, when working in the forward direction, the voltage in the input of 400-750V is converted to 13.6V output; when working in the reverse direction, the voltage in the input of 10-14V is converted to 400V output; the wire harness between the second battery and the bidirectional DC-DC converter is selected as 35mm 2 in diameter, which can support a current of 400A.

[0113] For example, the power supply scheme of the whole vehicle can be: the first battery is selected as 400V, and the second battery is selected as a 48V 10Ah lithium battery; for the bidirectional DC-DC converter, when working in the forward direction, the input voltage is converted to 13.6V output within 250-400V; when working in the reverse direction, the input voltage is converted to 250V output within 10-14V; the wire harness between the second battery and the bidirectional DC-DC converter is selected as 25mm in diameter, which can support a current of 200A. 2

[0114] In another implementation manner, when the DC-DC converter is a boost converter, the connection mode of the components in the vehicle power supply system can refer to FIG. 3B. In FIG. 3B, the vehicle power supply system includes a first battery, a second battery, a boost converter, an electric drive system and a low-voltage load. The first battery is connected to the electric drive system, the boost converter is coupled between the second battery and the electric drive system, and the second battery is also connected to the low-voltage load. In this way, the second battery can supply power to the electric drive system through the boost converter.

[0115] When the DC-DC converter is a booster, in some schemes, the vehicle power supply system can further include a distribution box and a step-down converter, in which case the connection relationship between the components of the vehicle power supply system can refer to FIG. 3C or FIG. 3D described below. The connection relationship between the electric drive system, the boost converter and the second battery can refer to FIG. 3C or FIG. 3D described below.

[0116] In FIG. 3C, the connection relationship between the first battery, the distribution box, the electric drive system, the step-down converter, the second battery and the low-voltage load can refer to FIG. 1, which will not be described here. The connection relationship between the electric drive system, the distribution box, the boost converter and the second battery is as follows: the boost converter is coupled between the second battery and the electric drive system through the distribution box.

[0117] In FIG. 3C, for the first battery, the first battery is configured to supply power to the electric drive system through the distribution box, the first battery is configured to charge the second battery through the distribution box and the step-down converter, and the first battery is also configured to supply power to the low-voltage load through the distribution box and the step-down converter; for the second battery, the second battery is configured to supply power to the low-voltage load, and the second battery is also configured to supply power to the electric drive system through the boost converter and the distribution box in the case that the power supply of the electric drive system by the first battery is interrupted. It can be seen that, compared with FIG. 1, the hardware improvement of FIG. 3C includes the newly added boost converter, the wire harness for connecting the distribution box and the boost converter, and the wire harness for connecting the boost converter and the second battery. It can be seen that the hardware improvement is simple and has little impact on the original arrangement of the whole vehicle, and the redundant design of the first battery suitable for emergency is realized at a low cost. ​

[0118] In FIG. 3D, the connection relationship between the first battery, the power distribution box, the electric drive system, the step-down converter, the second battery and the low-voltage load is as described in FIG. 1, and will not be repeated here. The connection relationship among the electric drive system, the step-up converter and the second battery is as follows: the step-up converter is coupled between the second battery and the electric drive system.

[0119] In FIG. 3D, the function of the first battery is as described in the corresponding content in FIG. 3C. For the second battery, the second battery is not only used to supply power to the low-voltage load, but also used to supply power to the electric drive system through the step-up converter in the case of interruption of power supply of the first battery to the electric drive system. It can be seen that, compared with FIG. 1, the hardware improvement of FIG. 3D includes the newly added step-up converter, the wire harness for connecting the step-up converter and the electric drive system, and the wire harness for connecting the step-up converter and the second battery. It can be seen that the hardware improvement is simple and has little impact on the original layout of the vehicle, and the redundant design of the first battery suitable for emergency is realized at a low cost.

[0120] The above-mentioned FIG. 3A, FIG. 3C and FIG. 3D are only an example of the vehicle power supply system, and do not limit that the components included in the power supply system and the connection relationship among the internal components of the power supply system can only be as shown in FIG. 3A, FIG. 3C and FIG. 3D. In some schemes, the power distribution box can also be connected with the high-voltage load, so that the power distribution box can deliver power to the high-voltage load to realize power supply to the high-voltage load.

[0121] For the foregoing FIG. 3A, the power distribution box has a first end, a second end and a third end, wherein the first end is connected with the first battery, the second end is connected with the electric drive system, and the third end is connected with the first end of the bidirectional DC-DC converter. In the case of normal power supply of the first battery to the electric drive system (i.e. no interruption occurs), the first end of the power distribution box serves as an input end, the second end of the power distribution box and the third end of the power distribution box both serve as output ends, and the bidirectional DC-DC converter enables the step-down function, at this time the first end of the bidirectional DC-DC converter serves as an input end. In the case of interruption of power supply of the first battery to the electric drive system, the bidirectional DC-DC converter enables the step-up function, the first end of the bidirectional DC-DC converter serves as an output end, at this time the third end of the power distribution box serves as an input end, and the second end of the power distribution box serves as an output end.

[0122] For the vehicle power supply system shown in the above-mentioned FIG. 3C, considering that the structure inside the power distribution box can be different from the internal structure of the power distribution box in the foregoing FIG. 1, FIG. 3A or FIG. 3D, some examples of the internal structure of the power distribution box in FIG. 3C are also provided, please refer to FIG. 3E-FIG. 3F as follows.

[0123] In FIG. 3E, the power distribution box includes a first switch (i.e., switch SO in FIG. 3E), which can be seen as a single-pole double-throw switch, and the first switch has one movable terminal (i.e., terminal "0" in FIG. 3E) and two fixed terminals, which are a first fixed terminal (i.e., terminal "1" in FIG. 3E) and a second fixed terminal (i.e., terminal "2" in FIG. 3E) respectively. The movable terminal (i.e., terminal "0") of the first switch is connected to the first battery and the electric drive system respectively, the first fixed terminal (i.e., terminal "1") of the first switch is connected to the input terminal of the step-down converter, and the second fixed terminal (i.e., terminal "2") of the first switch is connected to the output terminal of the step-up converter. In FIG. 3E, when the first battery normally supplies power to the electric drive system, the step-down converter enables the step-down function, and the movable terminal (i.e., terminal "0") of the first switch is in communication with the first fixed terminal (i.e., terminal "1") of the first switch; when the first battery interrupts the power supply to the electric drive system, the step-up converter enables the step-up function, and the movable terminal (i.e., terminal "0") of the first switch is in communication with the second fixed terminal (i.e., terminal "2") of the first switch.

[0124] In FIG. 3F, the power distribution box can also include a second switch (i.e., switch SO in FIG. 3F) and a third switch (i.e., switch S1 in FIG. 3F), which can be seen as single-pole single-throw switches. The first terminal of the second switch (e.g., the movable terminal of switch SO) is connected to the electric drive system, and the second terminal of the second switch (e.g., the fixed terminal "2" of switch SO) is connected to the output terminal of the step-up converter; the first terminal of the third switch (e.g., the movable terminal of switch S1) is connected to the first battery and the electric drive system respectively, and the second terminal of the third switch (e.g., the fixed terminal "1" of switch S1) is connected to the input terminal of the step-down converter. In FIG. 3F, when the first battery interrupts the power supply to the electric drive system, the step-up converter enables the step-up function, and the second switch (i.e., switch SO) is closed; when the first battery normally supplies power to the electric drive system, the step-down converter enables the step-down function, and the third switch (i.e., switch S1) is closed; wherein the second switch and the third switch are mutually exclusive. By "mutually exclusive", it is meant that when the second switch is closed, the third switch is open, and when the third switch is closed, the second switch is open, so as to ensure the safety of the devices in the vehicle power supply system.

[0125] Here, the above-mentioned FIG. 3E and FIG. 3F are only some examples of the internal structure of the power distribution box in FIG. 3C, and should not constitute a limitation on the internal structure of the power distribution box (including the devices and the connection positions of the devices). In some schemes, the power distribution box can also have other structures that can achieve the same functions.

[0126] Referring to FIG. 4, FIG. 4 is a flowchart of a power supply control method according to an embodiment of the present application. The method can be applied to the control device in FIG. 2 to control the vehicle power supply system. The control device and the vehicle power supply system are deployed on the vehicle. The vehicle power supply system includes a first battery, a second battery, a DC-DC converter, an electric drive system, and a low-voltage load, and the DC-DC converter is coupled between the second battery and the electric drive system. The vehicle power supply system can be, for example, the vehicle power supply system shown in any one of FIGS. 3A-3D.

[0127] The method shown in FIG. 4 includes, but is not limited to, the following steps S401 and S402.

[0128] S401: Determine the interruption of the first battery to the power supply of the electric drive system.

[0129] In the vehicle power supply system, when the first battery power supply is normal, the first battery is mainly used to supply power to the electric drive system, and the second battery is used to supply power to the low-voltage load. The voltage level of the first battery is higher than that of the second battery. For the description of the first battery, the second battery, the low-voltage load, and the like, please refer to the description of the corresponding content described above, which will not be repeated here.

[0130] Here, the voltage level of the battery is associated with the nominal voltage of the battery, the open-circuit voltage of the battery, or the operating voltage range of the battery. The nominal voltage of the battery refers to the standard voltage value of the battery under normal working conditions; the open-circuit voltage of the battery refers to the voltage value of the battery without load, and the open-circuit voltage of the battery is usually close to the nominal voltage of the battery; the operating range of the battery refers to the actual voltage range of the battery during normal use, including the voltage fluctuation from full charge to full discharge.

[0131] It can be understood that the higher the voltage level of the battery, the greater the nominal voltage of the battery, and the greater the open-circuit voltage of the battery.

[0132] By way of example, the voltage level of the battery can be classified as low voltage and high voltage. For example, low voltage refers to a voltage lower than 50 volts (V) of direct current voltage, and high voltage refers to a voltage higher than 50V of high-voltage direct current voltage. Here, the voltage level of the battery can be represented as a voltage range or as a specific voltage value. For example, the nominal voltage of 12V, 24V, and 48V all belong to low voltage, and the nominal voltage of 400V, 750V, and 900V all belong to high voltage. Here, the voltage level of the battery is not limited to being classified as low voltage and high voltage, and in some schemes, the voltage level of the battery can also be classified as low voltage, medium voltage, and high voltage.

[0133] As an example, the nominal voltage of the first battery is greater than a first voltage value, the nominal voltage of the second battery is less than a second voltage value, and the first voltage value is greater than the second voltage value. In this case, the first battery is a high-voltage battery, and the second battery is a low-voltage battery.

[0134] As an example, the cause of the interruption of the supply of the first battery to the electric drive system includes one or more of a failure of the first battery, a disconnection between the first battery and the electric drive system, a failure of a battery management system (BMS) of the first battery, and the like.

[0135] For example, the failure of the first battery includes thermal runaway of the first battery, aging or damage of the first battery, and the like. The thermal runaway of the first battery can be caused by internal short circuit of the first battery, overcharging or over-discharging of the first battery, and the like.

[0136] As an example, for the disconnection between the first battery and the electric drive system, in FIG. 3A, FIG. 3C, or FIG. 3D, the disconnection can be a damaged or poor contact of a wire harness for connecting the first battery and the distribution box, and in FIG. 3B, the disconnection can be a damaged or poor contact of a wire harness for connecting the first battery and the electric drive system.

[0137] The above-mentioned failure of the battery management system (BMS) of the first battery includes a failure of the BMS or a software failure, a failure of a sensor (e.g., a battery voltage sensor or a current sensor), and the like, which can cause an erroneous cut-off of the supply of the first battery, so that the first battery is abnormally powered off.

[0138] In an implementation, the interruption of the supply of the first battery to the electric drive system is determined when one or more of the following conditions are met:

[0139] The output current of the first battery is detected to meet an abnormal condition;

[0140] Alarm information from a battery management system (BMS) is received, the alarm information indicating a failure of the first battery or indicating a disconnection between the first battery and the electric drive system;

[0141] Diagnostic information from an on-board diagnostic system is received, the diagnostic information indicating a failure causing the interruption of the supply of the first battery.

[0142] Exemplarily, the abnormal condition can be that the output current of the first battery suddenly becomes zero. That is, the control device can detect the output current of the first battery in a timed or periodic manner, for example, in FIG. 3A, when detecting that the current in the wire harness between the first battery and the power distribution box suddenly becomes zero, or detecting that the current in the wire harness between the power distribution box and the electric drive system suddenly becomes zero, or detecting that the current in the wire harness between the power distribution box and the bidirectional DC-DC converter suddenly becomes zero, it is determined that the power supply of the electric drive system by the first battery is interrupted. For another example, in FIG. 3C or FIG. 3D, when the control device detects that the current in any of the following wire harnesses suddenly becomes zero, it is determined that the power supply of the electric drive system by the first battery is interrupted:

[0143] the wire harness between the first battery and the power distribution box;

[0144] the wire harness between the power distribution box and the electric drive system; or,

[0145] the wire harness between the power distribution box and the step-down converter.

[0146] Here, the control device can obtain the output current of the first battery or the current in the above-mentioned wire harness through the current sensor, or obtain the output current of the first battery through the monitoring information of the first battery sent by the BMS.

[0147] Since the BMS and / or the On-Board Diagnostics (OBD) system (also known as the vehicle-mounted diagnostic system) on the vehicle can also perform detection in real time or periodically, when the BMS detects that the first battery fails, the connection between the first battery and the electric drive system is disconnected, the BMS can send corresponding alarm information to the above-mentioned control device; when the OBD detects that the first battery fails, the connection between the first battery and the electric drive system is disconnected, the power supply of the first battery is erroneously cut off due to BMS failure, etc., the OBD can send corresponding diagnostic information to the above-mentioned control device, so that the control device can receive the above-mentioned alarm information from the BMS and / or the diagnostic information from the OBD.

[0148] It can be understood that the more conditions met, the more certain the control device is that the power supply of the electric drive system by the first battery is interrupted, and the reliability of the decision result that the power supply of the electric drive system by the first battery is interrupted is increased.

[0149] S402: Control the second battery to supply power to the electric drive system through the DC-DC converter, which has a step-up function.

[0150] Exemplarily, the DC-DC converter is a bidirectional DC-DC converter, or the DC-DC converter is a boost converter (i.e., a unidirectional DC-DC converter). When the DC-DC converter is a bidirectional DC-DC converter, the vehicle power supply system further comprises a distribution box, and the connection mode of the components in the vehicle power supply system can refer to Fig. 3A; when the DC-DC converter is a boost converter, the connection mode of the components in the vehicle power supply system can refer to Fig. 3B, and further, the vehicle power supply system further comprises a distribution box and a buck converter, and the connection mode of the components in the vehicle power supply system can refer to Fig. 3C or Fig. 3D.

[0151] In an implementation, the control device controls the second battery to supply power to the electric drive system through the DC-DC converter, comprising: the control device sends a first instruction to the DC-DC converter, the first instruction being used to instruct the DC-DC converter to perform a boost on the voltage output by the second battery, so as to supply power to the electric drive system by the second battery. Here, the first instruction can be transmitted through a controller area network (CAN) bus or a local interconnect network (LIN) bus, for example.

[0152] Here, when the DC-DC converter is a bidirectional DC-DC converter, the boost operation performed by the DC-DC converter can also be referred to as the reverse operation performed by the DC-DC converter, and therefore the first instruction is equivalent to instructing the DC-DC converter to perform the reverse operation.

[0153] Figs. 5A-5D are schematic diagrams of the flow direction of the power output by the second battery according to some embodiments of the present application, wherein the dashed lines with arrows are used to indicate the flow direction of the power. Among them, Fig. 5A corresponds to Fig. 3A, in Fig. 5A, in the case that the power supply of the electric drive system by the first battery is interrupted, the dashed line with arrows in Fig. 5A indicates that the power output by the second battery is converted by the bidirectional DC-DC converter and then delivered to the electric drive system through the distribution box. Fig. 5B corresponds to Fig. 3B, and Fig. 5D corresponds to Fig. 3D, in Fig. 5B or Fig. 5D, the dashed line with arrows indicates that the power output by the second battery is converted by the boost converter and then directly delivered to the electric drive system. Fig. 5C corresponds to Fig. 3C, and the dashed line with arrows in Fig. 5C indicates that the power output by the second battery is converted by the boost converter and then delivered to the electric drive system through the distribution box. It can be understood that, since the electric drive system needs high-voltage power supply, based on the voltage difference between the second battery and the electric drive system, in order to enable the electric drive system to work normally, the output voltage of the second battery needs to be boosted by the bidirectional DC-DC converter or the boost converter, so as to output a voltage supporting the normal work of the electric drive system, thereby realizing the power supply of the electric drive system by the second battery.

[0154] For the above Fig. 3E, the DC-DC converter is a boost converter, when the first instruction is received, the boost converter enables the boost function, and the active end of the switch S0 (i.e. end "0") is controlled to be in communication with the second fixed end of the switch S0 (i.e. end "2"), so that the boost converter is in communication with the electric drive system, thereby supporting the second battery to supply power to the electric drive system after being boosted by the boost converter.

[0155] For the above Fig. 3F, the DC-DC converter is a boost converter, when the first instruction is received, the boost converter enables the boost function, and the switch S0 is controlled to be closed and the switch S1 is controlled to be opened, so that the boost converter is in communication with the electric drive system, thereby supporting the second battery to supply power to the electric drive system after being boosted by the boost converter.

[0156] In some schemes, when the second battery supplies power to the electric drive system, the second battery can also supply power to the low-voltage load at the same time. Since the second battery has limited power, in order to increase the power supply time of the second battery to the electric drive system as much as possible, when the second battery supplies power to the electric drive system, the control device can control the second battery to stop supplying power to part of the low-voltage load (for example, the low-voltage load irrelevant to the safe driving of the vehicle).

[0157] Optionally, in some possible embodiments, the method further includes the following S403 and S404.

[0158] S403: obtaining time information according to the parameters of the second battery and the parameters of the DC-DC converter, the parameters of the DC-DC converter including a power limit value of the DC-DC converter.

[0159] Here, the power limit value is used to limit the output power of the DC-DC converter. Exemplarily, the power limit value can be a user setting or a system default setting.

[0160] The above power limit value is related to the information such as the rated voltage and current of the second battery, the power demand of the electric drive system, etc. By setting the power limit value, it can avoid damage or overheating of the DC-DC converter due to overload, and also prevent the electric drive system from overcurrent, so as to protect the DC-DC converter and the electric drive system, and also maintain the safety of the second battery.

[0161] Here, the time information is used to indicate the maximum time length for the second battery to supply power to the electric drive system. In combination with the above power limit value, the time information is used to indicate the maximum power supply time length that the second battery can provide based on the power limit value to supply power to the electric drive system.

[0162] Exemplarily, the parameters of the second battery include at least a capacity of the second battery, a current state of charge (SOC) of the second battery, and a characteristic curve (e.g., a voltage-resistance curve) of the second battery. The state of charge of the battery refers to a ratio of a current remaining capacity (also referred to as a remaining amount of electricity) of the battery to a total capacity of the battery in a full charge state. In this case, the time information is obtained according to the parameters of the second battery and the parameters of the DC-DC converter, including: first, the remaining capacity of the second battery is obtained according to the capacity of the second battery and the current state of charge of the second battery; then, the remaining energy of the second battery is obtained according to the remaining capacity of the second battery, the characteristic curve of the second battery, and the power limit value of the DC-DC converter; and finally, the time information is obtained according to the remaining energy of the second battery and the power limit value of the DC-DC converter.

[0163] In some schemes, the parameters of the second battery further include an available energy ratio of the second battery, and the parameters of the DC-DC converter further include a conversion efficiency of the DC-DC converter. In this case, the time information is obtained according to the remaining energy of the second battery and the power limit value of the DC-DC converter, including: the high-voltage available energy of the second battery is obtained according to the remaining energy of the second battery, the available energy ratio of the second battery, and the conversion efficiency of the DC-DC converter, where the high-voltage available energy of the second battery is a product of the remaining energy of the second battery, the available energy ratio of the second battery, and the conversion efficiency of the second battery; and the time information is obtained according to the high-voltage available energy of the second battery and the power limit value of the DC-DC converter.

[0164] As an example, the second battery is taken as a 12V 20Ah lithium iron phosphate battery, where 12V is a voltage level of the lithium iron phosphate battery, and 20Ah represents a capacity of the lithium iron phosphate battery. Assuming that the current state of charge of the battery is 1, the available energy ratio of the battery is 90%, and the conversion efficiency of the DC-DC converter is 80%, the high-voltage available energy of the second battery is obtained by a simple estimation through the following formula (1), for example, and the high-voltage available energy of the lithium iron phosphate battery is about 173 watt-hours (Wh).

[0165]

[0166] It can be understood that the formula (1) is only an example of an estimation method of the high-voltage available energy of the battery, and should not constitute a limitation on the calculation of the high-voltage available energy of the battery. In some schemes, a calibration method can also be used to achieve accurate calculation of the high-voltage available energy of the battery.

[0167] Further, if the power limit value of the DC-DC converter is 10kw, it can be known based on the high-voltage available energy of the above-mentioned lithium iron phosphate battery that the battery can support 10kw power output for about 60 seconds; if the power limit value of the DC-DC converter is 6kw, it can be known based on the high-voltage available energy of the above-mentioned lithium iron phosphate battery that the battery can support 6kw power output for about 103 seconds.

[0168] S404: controlling the vehicle to stop based on the time information, or prompting the driver with the time information and the above-mentioned power limit value to control the vehicle to stop.

[0169] In an implementation, the controlling the vehicle to stop based on the time information comprises: determining a driving strategy based on the time information and the power limit value of the DC-DC converter, the driving strategy making the time length for the vehicle to travel from the current location to the target location less than the maximum time length indicated by the time information; and controlling the vehicle to travel to the target location based on the driving strategy.

[0170] Exemplarily, the driving strategy satisfies at least one of the following conditions:

[0171] the driving speed of the vehicle is less than a speed threshold;

[0172] the vehicle should maintain uniform speed driving; and

[0173] the path of the vehicle should avoid uphill areas.

[0174] It can be understood that low-speed driving generally consumes less power, and considering the driving speed of the vehicle can better balance the relationship between driving efficiency and power consumption. The vehicle maintaining uniform speed driving, avoiding frequent acceleration and sudden braking as much as possible, and the driving path of the vehicle avoiding uphill areas are all conducive to reducing power consumption. In this way, the use efficiency of the battery and the driving distance of the vehicle can be maximized. In some schemes, the power and efficiency of the second battery can also be monitored in real time during the driving of the vehicle, facilitating timely adjustment of the driving strategy.

[0175] Exemplarily, the driving strategy comprises the driving speed of the vehicle and the farthest distance that the vehicle can drive based on the driving speed within the time length indicated by the time information. For example, if it is known based on the high-voltage available energy of the second battery that the second battery can support 6kw power output for 103 seconds, i.e., the maximum time length indicated by the time information is 103 seconds, and it is determined that the vehicle performs uniform speed driving at a driving speed of 30km / h, it can be determined based on the maximum time length indicated by the time information and the driving speed of the vehicle that the farthest distance that the vehicle can drive is about 0.85 kilometers. That is, the driving strategy can be that the vehicle uniformly drives at a speed of 30km / h for 0.85 kilometers.

[0176] Exemplarily, the target position can be any one of a stop point on the roadside, a vehicle maintenance point, or any one of a safe parking position within the maximum distance that the vehicle can travel under the driving strategy.

[0177] Here, the driving strategy can be a minimum risk strategy. By executing the minimum risk strategy, the probability of an accident can be minimized, and the safety of the vehicle under various environments can be ensured.

[0178] Referring to FIG. 6, FIG. 6 is a schematic diagram of an application scenario provided by an embodiment of the present application. In FIG. 6, the vehicle travels on an urban road, and the power supply of the electric drive system by the power battery (i.e., the first battery described above) is interrupted at position A. If the method provided by the present solution is not used, the electric drive system of the vehicle can be instantaneously powered off, which can cause the vehicle to be parked in the middle of the road (for example, at position A or a position close to position A). If the method provided by the present solution is used, the control device detects the interruption of the power supply of the electric drive system by the first battery at position A, and then controls the second battery to supply power to the electric drive system through the DC-DC converter (which has a voltage boosting function). In the intelligent driving mode, the control device can control the vehicle to travel from position A to position B based on the driving strategy described above. The time required for the vehicle to travel from position A to position B is not more than the maximum time during which the second battery supplies power to the electric drive system, and the distance between position A and position B is less than the maximum distance that the vehicle can travel under the driving strategy. In this way, in the case of interruption of the power supply of the electric drive system by the power battery, the vehicle can be safely parked by the roadside by supplying power to the electric drive system after boosting the voltage of the low-voltage battery to support the vehicle to continue driving for a distance.

[0179] That is, in the intelligent driving scenario, the control device can independently control the vehicle based on the time information described above. In the case of interruption of the power supply of the electric drive system by the power battery, the vehicle can still continue driving for a distance, and the vehicle can be driven to a safe position.

[0180] In another implementation manner, in the manual driving mode, the driver can also be prompted with the time information and the power limit value. In some solutions, after determining the driving strategy based on the time information and the power limit value, the control device can also prompt the driving strategy to the driver for reference.

[0181] Exemplarily, the driver can be prompted in at least one of the following modes: text display, pop-up prompt, voice broadcast, etc. Exemplarily, the content of the text display or the content of the voice broadcast can be “the power supply of the power battery is interrupted, the power limit value is 10kw, please park safely within 60 seconds”, which is only an example and should not be limited to the power limit value and the maximum time indicated by the time information.

[0182] The display device is deployed on the vehicle, and the control device can display the time information and the power limit value on a display interface of the display device. Exemplarily, the display device can be a car machine tablet, a vehicle-mounted display, a head up display (HUD) system, or the like.

[0183] Referring to FIG. 7, FIG. 7 is a schematic diagram of a display interface provided by an embodiment of the present application. In FIG. 7, a pop-up window is used to prompt the driver that the power supply of the power battery is interrupted, the power limit value is 10 kW, and the vehicle should be parked safely within 60 seconds. In some schemes, the recommended driving strategy can also be prompted in the pop-up window, for example, “it is recommended that the vehicle speed should not exceed 30 km / h”.

[0184] It can be understood that FIG. 7 is only an example of prompting the driver with the time information and the power limit value in the manual driving mode, and should not be construed as a limitation on the way of prompting the driver and the content of the prompt presented to the driver.

[0185] In some possible embodiments, when the control device receives the collision signal from the collision sensor during the process of executing the above method, the control device broadcasts a power-off instruction, and accordingly, when the DC-DC converter receives the power-off instruction, the DC-DC converter stops performing the boosting operation. It can be understood that when the DC-DC converter is a bidirectional DC-DC converter, if the DC-DC converter receives the power-off instruction, the DC-DC converter stops reverse operation. In this way, it can prevent the occupants in the vehicle from being electrocuted, and it is beneficial to improve the safety of the vehicle and the occupants.

[0186] In some possible embodiments, during the process in which the control device controls the second battery to supply power to the electric drive system through the DC-DC converter, the control device can further perform the following operation: obtaining monitoring information of the second battery, the monitoring information of the second battery including at least one of a state of charge of the second battery, a temperature of the second battery, and a voltage output by the second battery; and when it is detected based on the monitoring information of the second battery that the second battery satisfies any one of the following conditions, sending a second instruction to the DC-DC converter, the second instruction being used to instruct the DC-DC converter to stop performing the boosting operation:

[0187] the state of charge of the second battery is less than or equal to a first threshold value;

[0188] the temperature of the second battery reaches a second threshold value; or

[0189] the voltage output by the second battery is less than or equal to a third threshold value.

[0190] Here, the first threshold value, the second threshold value, and the third threshold value can be a user setting or a factory default setting.

[0191] Thus, when it is detected that the second battery meets any of the above conditions, by controlling the DC-DC converter and stopping the voltage boosting operation in time, the over-discharge or heat generation of the battery can be prevented, and the safety of the second battery can be maintained.

[0192] In some schemes, in the case of a vehicle just out of the factory without a power battery, the voltage output by the low-voltage battery in the vehicle can also be boosted to supply high-voltage power to the electric drive system, so that the vehicle can be moved for a short distance, which is suitable for scenarios such as towing a trailer, moving a car, and lying in a nest. In addition, in the scenario of supporting vehicle-power separation, such as when the power supply of the electric drive system by the power battery is interrupted due to thermal runaway of the power battery, after discarding the power battery, the vehicle can continue to travel for a distance away from the discarded power battery by using the scheme provided in the scheme, which is beneficial to improve the safety of the vehicle.

[0193] In the emergency situation of interruption of power supply of the electric drive system by the power battery, the voltage output by the low-voltage battery in the vehicle is boosted to supply power to the electric drive system, so that the high-voltage power supply to the electric drive system is not interrupted instantaneously, and the electric drive system can continue to maintain power for a period of time. The vehicle can still maintain power to travel a distance in the case of interruption of power supply by the power battery, so that the vehicle can travel to a safe position to stop, thereby improving the safety of the vehicle and the safety of the occupants.

[0194] Referring to FIG. 8, FIG. 8 is a structural schematic diagram of a control device provided in an embodiment of the present application. The control device 30 includes a detection unit 310 and a processing unit 312. The control device 30 can be implemented in a hardware, software, or hardware-software combined manner.

[0195] The control device 30 is configured to control a vehicle power supply system, the vehicle power supply system including a first battery, a second battery, an electric drive system, a low-voltage load, and a direct-current-direct-current (DC-DC) converter. The DC-DC converter is coupled between the second battery and the electric drive system. The voltage level of the first battery is higher than that of the second battery. The first battery is configured to supply power to the electric drive system, and the second battery is configured to supply power to the low-voltage load. The detection unit 310 is configured to determine interruption of power supply of the electric drive system by the first battery. The processing unit 312 is configured to control the second battery to supply power to the electric drive system through the DC-DC converter. The DC-DC converter has a voltage boosting function.

[0196] The control device 30 can be used to implement the method described in the embodiment of FIG. 4. In the embodiment of FIG. 4, the detection unit 310 can be used to perform S401, and the processing unit 312 can be used to perform S402-S404. In some possible embodiments, the control device 30 further includes a sending unit 314 configured to send an instruction to the DC-DC converter, for example, the first instruction, the second instruction, and the like.

[0197] It should be understood that the division of the units in the control device 30 above is only a logical division of functions, and in actual implementation, all or part of the units can be integrated into one physical entity, or can be physically separated. In addition, the units in the device can be implemented in the form of processor calling software; for example, the device includes a processor connected with a memory, the memory stores instructions, and the processor calls the instructions stored in the memory to implement any of the above methods or to implement the functions of the units of the device, where the processor is, for example, a general processor such as a central processing unit (CPU) or a microprocessor, and the memory is an internal memory of the device or an external memory of the device. Alternatively, the units in the device can be implemented in the form of hardware circuit, and the functions of part or all of the units can be implemented by designing the hardware circuit, which can be understood as one or more processors; for example, in one implementation, the hardware circuit is an application-specific integrated circuit (ASIC), and the functions of part or all of the units are implemented by designing the logical relationship of elements in the circuit; for example, in another implementation, the hardware circuit is a programmable logic device (PLD), and a field programmable gate array (FPGA) is taken as an example, which can include a large number of logic gate circuits, and the connection relationship between the logic gate circuits is configured by a configuration file, so as to implement the functions of part or all of the units. All the units of the above device can be implemented in the form of processor calling software, or all the units can be implemented in the form of hardware circuit, or part of the units are implemented in the form of processor calling software, and the remaining part is implemented in the form of hardware circuit.

[0198] In embodiments of the present application, the processor is a circuit with signal processing capability. In one implementation, the processor can be a circuit with instruction reading and running capability, such as a central processing unit (CPU), a microprocessor, a graphics processing unit (GPU) (which can be understood as a microprocessor), a digital signal processor (DSP), etc. In another implementation, the processor can implement certain functions through a logical relationship of hardware circuit, which is fixed or reconfigurable. For example, the processor is a hardware circuit implemented by an application-specific integrated circuit (ASIC) or a programmable logic device (PLD), such as an FPGA. In a reconfigurable hardware circuit, the processor loads a configuration document to implement the configuration of the hardware circuit. It can be understood that the processor loads instructions to implement the functions of the above units. In addition, it can also be a hardware circuit designed for artificial intelligence, which can be understood as an ASIC, such as a neural network processing unit (NPU), a tensor processing unit (TPU), a deep learning processing unit (DPU), etc.

[0199] It can be seen that each unit in the above apparatus can be one or more processors (or processing circuits) configured to implement the above methods, such as a CPU, a GPU, an NPU, a TPU, a DPU, a microprocessor, a DSP, an ASIC, an FPGA, or a combination of at least two of these processor forms.

[0200] In addition, each unit in the above apparatus can be integrated together or can be independently implemented. In one implementation, the units are integrated together to form a system-on-a-chip (SOC). The SOC can include at least one processor for implementing any of the above methods or functions of the units of the apparatus. The at least one processor can be of different types, such as a CPU and an FPGA, a CPU and an artificial intelligence processor, a CPU and a GPU, etc.

[0201] Referring to FIG. 9, FIG. 9 is a structural schematic diagram of a control device according to an embodiment of the present application. As shown in FIG. 9, the control device 40 includes a processor 401, a communication interface 402, a memory 403 and a bus 404. The processor 401, the memory 403 and the communication interface 402 communicate with each other through the bus 404. It should be understood that the number of processors and memories in the control device 40 is not limited in the present application.

[0202] In an implementation manner, the control device 40 can be a controller of a vehicle or a component in the controller, for example, a chip, an integrated circuit or the like. Here, the controller can refer to the description of the controller in the foregoing FIG. 2, which will not be repeated here.

[0203] The bus 404 can be a peripheral component interconnect (PCI) bus or an extended industry standard architecture (EISA) bus or the like. The bus can be divided into an address bus, a data bus, a control bus and the like. For the convenience of representation, only one line is used in FIG. 9, but it does not mean that there is only one bus or only one type of bus. The bus 404 can include a channel for transmitting information between various components (for example, the memory 403, the processor 401, the communication interface 402) of the control device 40.

[0204] The processor 401 can refer to the description of the processor in the foregoing embodiments, which will not be repeated here.

[0205] The memory 403 is configured to provide a storage space, in which an operating system, a computer program and the like can be stored. The memory 403 can be one or a combination of a random access memory (RAM), an erasable programmable read only memory (EPROM), a read-only memory (ROM) or a compact disc read memory (CD-ROM). The memory 403 can exist independently or be integrated into the processor 401.

[0206] The communication interface 402 can be configured to provide information input or output for the processor 401. Alternatively, the communication interface 402 can be configured to receive data transmitted from outside and / or transmit data to outside, which can be a wired link interface such as an Ethernet cable, or a wireless link (e.g., Wi-Fi, Bluetooth, general wireless transmission, etc.) interface. Alternatively, the communication interface 402 can further include a transmitter (e.g., a radio frequency transmitter, an antenna, etc.) or a receiver coupled with the interface.

[0207] In some possible embodiments, the control device 40 further includes a display 405. The display 405 is connected or coupled with the processor 401 through the bus 404. The display 405 can be configured to display the above-mentioned time information and the above-mentioned power limit value to the driver. In some scenarios, the display 405 can also display the above-mentioned driving strategy to the user. The display 405 can be a display screen, which can be a liquid crystal display (LCD), an organic or inorganic light-emitting diode (OLED), an active matrix / organic light emitting diode (AMOLED), etc. The display 405 can also be a car machine tablet, a vehicle-mounted display, or a head up display (HUD) system, etc.

[0208] The processor 401 in the control device 40 is configured to read the computer program stored in the memory 403, and execute the above-mentioned method, e.g., the method described in FIG. 4.

[0209] In one possible design, the control device 40 can be one or more modules in an execution subject that executes the method shown in FIG. 4. The control device 40 is configured to control a vehicle power supply system, which includes a first battery, a second battery, an electric drive system, a low-voltage load, and a direct current-direct current (DC-DC) converter coupled between the second battery and the electric drive system. The first battery has a higher voltage level than the second battery, and is configured to supply power to the electric drive system. The second battery is configured to supply power to the low-voltage load. The processor 401 is configured to read one or more computer programs stored in the memory, and execute the following operations:

[0210] The first battery is determined to interrupt the power supply to the electric drive system by the detection unit 310;

[0211] The second battery is controlled to supply power to the electric drive system through the above-mentioned DC-DC converter, which has a voltage boosting function.

[0212] In the above-mentioned embodiments, the description of each embodiment is focused on, and the parts not described in detail in a certain embodiment can be referred to the relevant description of other embodiments. In addition, in each embodiment of the present application, the terms and / or descriptions of each embodiment are consistent and can be mutually referred to if there is no special description and logical conflict. The technical features in different embodiments can be combined to form new embodiments according to their inherent logical relationship.

[0213] It should be noted that all or part of the steps of the various methods of the above-mentioned embodiments can be completed by programs instructing the related hardware, which can be stored in a computer readable storage medium, including read-only memory (ROM), random access memory (RAM), programmable read-only memory (PROM), erasable programmable read-only memory (EPROM), one-time programmable read-only memory (OTPROM), electrically-erasable programmable read-only memory (EEPROM), compact disc read-only memory (CD-ROM) or other optical disc storage, magnetic disk storage, magnetic tape storage, or any other computer readable medium capable of carrying or storing data.

[0214] The technical solutions of the present application or the essential part or the whole or part of the contribution can be embodied in the form of a software product. The computer program product is stored in a storage medium and includes a plurality of instructions for causing a device (which can be a personal computer, a server, or a network device, a robot, a single-chip microcomputer, a chip, a robot, etc.) to execute all or part of the steps of the method described in each embodiment of the present application.

Claims

1. A power supply system for a vehicle, characterized by comprising: The vehicle power supply system comprises a first battery, a second battery, an electric drive system, a low-voltage load and a direct current-direct current (DC-DC) converter, the voltage level of the first battery is higher than that of the second battery, and the DC-DC converter is coupled between the second battery and the electric drive system; The first battery is configured to supply power to the electric drive system, and the second battery is configured to supply power to the low-voltage load; The second battery is further configured to supply power to the electric drive system through the DC-DC converter in the case that the power supply of the electric drive system by the first battery is interrupted, and the DC-DC converter has a boost function.

2. The system of claim 1, wherein, The DC-DC converter is a bidirectional DC-DC converter, or the DC-DC converter is a boost converter.

3. The system of claim 1 or 2, wherein, The vehicle power supply system further comprises a distribution box, when the DC-DC converter is a bidirectional DC-DC converter, the DC-DC converter is coupled between the second battery and the electric drive system through the distribution box, and the first battery is further configured to charge the second battery through the distribution box and the DC-DC converter.

4. The system of claim 3, wherein, The DC-DC converter is further coupled between the second battery and the low-voltage load, and the first battery is further configured to supply power to the low-voltage load through the distribution box and the DC-DC converter.

5. The system of claim 1 or 2, wherein, The vehicle power supply system further comprises a distribution box, when the DC-DC converter is a boost converter, the vehicle power supply system further comprises a buck converter, the buck converter is coupled between the second battery and the electric drive system through the distribution box, and the first battery is further configured to charge the second battery through the distribution box and the buck converter.

6. The system of claim 5, wherein, The buck converter is further coupled between the second battery and the low-voltage load, and the first battery is further configured to supply power to the low-voltage load through the distribution box and the buck converter.

7. The system of claim 5 or 6, wherein, The distribution box comprises a first switch, active terminals of the first switch are connected with the first battery and the electric drive system respectively, a first fixed terminal of the first switch is connected with an input terminal of the buck converter, and a second fixed terminal of the first switch is connected with an output terminal of the boost converter; When the buck converter enables a buck function, the active terminals of the first switch are in communication with the first fixed terminal of the first switch; When the boost converter enables a boost function, the active terminals of the first switch are in communication with the second fixed terminal of the first switch.

8. The system of claim 5 or 6, wherein, The distribution box comprises a second switch and a third switch, a first terminal of the second switch is connected with the electric drive system, a second terminal of the second switch is connected with the output terminal of the boost converter, a first terminal of the third switch is connected with the first battery and the electric drive system respectively, and a second terminal of the third switch is connected with the input terminal of the buck converter; when the boost converter enables the boost function, the second switch is closed; when the buck converter enables the buck function, the third switch is closed; wherein the second switch and the third switch are mutually exclusive.

9. The system of any one of claims 1-8, wherein the DC-DC converter is configured to, in response to receiving a first instruction, enable a boost function of the DC-DC converter to power the electric drive system with the second battery in response to an interruption of power to the electric drive system from the first battery.

10. The system of claim 9, wherein the DC-DC converter is further configured to, in response to receiving a second instruction or a third instruction, disable the boost function of the DC-DC converter, the second instruction indicating to disable the boost function, and the third instruction being a power down instruction.

11. A method for controlling a vehicle power supply system, the vehicle power supply system comprising a first battery, a second battery, an electric drive system, a low voltage load, and a direct current-direct current (DC-DC) converter, wherein the DC-DC converter is coupled between the second battery and the electric drive system, the first battery has a higher voltage level than the second battery, the first battery is configured to power the electric drive system, and the second battery is configured to power the low voltage load; the method comprising: determining an interruption of power to the electric drive system from the first battery; 11. A power supply control method characterized by comprising: controlling the second battery to power the electric drive system through the DC-DC converter, wherein the DC-DC converter has a boost function. The DC-DC converter is a bidirectional DC-DC converter, or the DC-DC converter is a boost converter. The interruption of power to the electric drive system from the first battery is determined when one or more of the following conditions are met:

12. The method of claim 11, wherein, detecting that an output current of the first battery meets an abnormal condition; 13. The method according to claim 11 or 12, characterized in that, receiving an alarm information from a battery management system (BMS), the alarm information indicating a failure of the first battery or indicating a disconnection between the first battery and the electric drive system; receiving a diagnostic information from an on-board diagnostic system, the diagnostic information indicating a failure causing the interruption of power from the first battery. The controlling the second battery to power the electric drive system through the DC-DC converter comprises: sending a first instruction to the DC-DC converter, the first instruction instructing the DC-DC converter to boost a voltage output by the second battery to power the electric drive system with the second battery.

14. The method according to any one of claims 11-13, characterized in that, The method further comprises: obtaining time information based on parameters of the second battery and parameters of the DC-DC converter, the time information indicating a maximum time duration for the second battery to power the electric drive system, the parameters of the DC-DC converter including a power limit of the DC-DC converter; 15. The method according to any one of claims 11-14, characterized in that, controlling the vehicle to stop based on the time information, or prompting a driver with the time information and the power limit to control the vehicle to stop. The controlling the vehicle to stop based on the time information comprises: ​ 16. The method of claim 15, wherein, ​ determine a driving strategy based on the time information and the power limit value, the driving strategy causing a time length for the vehicle to travel from a current location to a target location to be less than the maximum time length indicated by the time information; control the vehicle to drive to the target location based on the driving strategy.

17. The method according to any one of claims 11-16, characterized in that, The method further includes: broadcast a power-off instruction when the collision signal is acquired, the power-off instruction causing the DC-DC converter to stop performing the voltage boosting operation.

18. The method according to any one of claims 11-17, characterized in that, In the process of controlling the second battery to supply power to the electric drive system through the DC-DC converter, the method further includes: when it is monitored that the second battery satisfies any one of the following conditions, sending a second instruction to the DC-DC converter, the second instruction being used to instruct the DC-DC converter to stop performing the voltage boosting operation; a state of charge (SOC) of the second battery is less than or equal to a first threshold value; a temperature of the second battery reaches a second threshold value; or a voltage output by the second battery is less than or equal to a third threshold value.

19. An apparatus for power control, the apparatus comprising: a processor configured to: determine a power control parameter; and transmit a power control message comprising the power control parameter. The device is used to control a vehicle power supply system, the vehicle power supply system including a first battery, a second battery, an electric drive system, a low-voltage load, and a direct-current-direct-current (DC-DC) converter, wherein the DC-DC converter is coupled between the second battery and the electric drive system, a voltage level of the first battery is higher than a voltage level of the second battery, the first battery is used to supply power to the electric drive system, and the second battery is used to supply power to the low-voltage load; the device includes: a detection unit configured to determine interruption of power supply from the first battery to the electric drive system; a processing unit configured to control the second battery to supply power to the electric drive system through the DC-DC converter, wherein the DC-DC converter has a voltage boosting function.

20. The apparatus of claim 19, wherein, The DC-DC converter is a bidirectional DC-DC converter, or the DC-DC converter is a voltage boosting converter.

21. The apparatus of claim 19 or 20, wherein, The detection unit is specifically configured to determine interruption of power supply from the first battery to the electric drive system when one or more of the following conditions is met: an output current of the first battery meets an abnormal condition is detected; alarm information from a battery management system (BMS) is received, the alarm information indicating that the first battery is faulty or indicating that a connection between the first battery and the electric drive system is disconnected; diagnostic information from an on-board diagnostic system is received, the diagnostic information indicating a fault causing interruption of power supply from the first battery.

22. The apparatus of any one of claims 19-21, wherein, The device further includes a sending unit, and the processing unit is specifically configured to: send, through the sending unit, a first instruction to the DC-DC converter, the first instruction being used to instruct the DC-DC converter to perform voltage boosting on a voltage output by the second battery, so that the second battery supplies power to the electric drive system.

23. The apparatus of any one of claims 19-22, wherein, The processing unit is further configured to: According to the parameter of the second battery and the parameter of the DC-DC converter, time information is obtained, the time information is used to indicate a maximum time length for the second battery to supply power to the electric drive system, and the parameter of the DC-DC converter includes a power limit value of the DC-DC converter; The vehicle is controlled to stop based on the time information, or the time information and the power limit value are prompted to a driver to make the driver control the vehicle to stop.

24. The apparatus of claim 23, wherein, The processing unit is specifically configured to: determine a driving strategy based on the time information and the power limit value of the DC-DC converter, the driving strategy making a time length for the vehicle to travel from a current location to a target location less than the maximum time length indicated by the time information; and control the vehicle to drive to the target location to stop based on the driving strategy.

25. The apparatus of any one of claims 19-24, wherein, The device further includes a sending unit configured to: send a second instruction to the DC-DC converter when the detection unit detects that the second battery meets any one of the following conditions, the second instruction being used to instruct the DC-DC converter to stop performing a boosting operation; a state of charge (SOC) of the second battery is less than or equal to a first threshold value; a temperature of the second battery reaches a second threshold value; or a voltage output by the second battery is less than or equal to a third threshold value.

26. A chip, characterized by The chip includes a memory and a processor, the memory stores computer program instructions, and the processor runs the computer program instructions to make the chip execute the method of any one of claims 11-18.

27. A power supply control system characterized by comprising: The power supply control system includes a control device and a vehicle power supply system, the control device is configured to execute the method of any one of claims 11-18 to control the vehicle power supply system, and the vehicle power supply system is the system of any one of claims 1-10.

28. A vehicle characterized by The vehicle includes the vehicle power supply system of any one of claims 1-10, or includes the device of any one of claims 19-25, or includes the chip of claim 26, or includes the power supply control system of claim 27.

29. A computer readable storage medium of program instructions, characterized in that, The program instructions, when executed by a processor, implement the method of any one of claims 11-18.

30. A computer program product comprising instructions, wherein: The instructions, when executed by a computing device, cause the computing device to implement the method of any one of claims 11-18.

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