CN112389199A - Vehicle-mounted power supply control system, electric vehicle and vehicle-mounted power supply control method - Google Patents
Vehicle-mounted power supply control system, electric vehicle and vehicle-mounted power supply control method Download PDFInfo
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- CN112389199A CN112389199A CN201910743901.2A CN201910743901A CN112389199A CN 112389199 A CN112389199 A CN 112389199A CN 201910743901 A CN201910743901 A CN 201910743901A CN 112389199 A CN112389199 A CN 112389199A
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- 238000006243 chemical reaction Methods 0.000 claims description 27
- 238000010586 diagram Methods 0.000 description 18
- 238000005516 engineering process Methods 0.000 description 6
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- 238000002955 isolation Methods 0.000 description 2
- 230000001133 acceleration Effects 0.000 description 1
- 238000004378 air conditioning Methods 0.000 description 1
- 238000004891 communication Methods 0.000 description 1
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L1/00—Supplying electric power to auxiliary equipment of vehicles
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
- B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
- B60L3/0046—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to electric energy storage systems, e.g. batteries or capacitors
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L50/00—Electric propulsion with power supplied within the vehicle
- B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
- B60L50/60—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
- B60L53/20—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by converters located in the vehicle
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
- B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/70—Energy storage systems for electromobility, e.g. batteries
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
- Y02T90/10—Technologies relating to charging of electric vehicles
- Y02T90/14—Plug-in electric vehicles
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- Engineering & Computer Science (AREA)
- Power Engineering (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Life Sciences & Earth Sciences (AREA)
- Sustainable Development (AREA)
- Sustainable Energy (AREA)
- Charge And Discharge Circuits For Batteries Or The Like (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
The embodiment of the invention discloses a vehicle-mounted power supply control system, an electric vehicle and a vehicle-mounted power supply control method. The vehicle-mounted power supply control system comprises a main storage battery, a vehicle end electric component and an automatic driving electric component, wherein the main storage battery is provided with a first power supply output interface and a second power supply output interface; the first power output interface is connected with an automatic driving electrical component, and the second power output interface is connected with the vehicle-end electrical component; and the main storage battery is used for respectively controlling the power supply states of the two power output interfaces according to the interface control instruction. According to the embodiment of the invention, the automatic driving electric component can be independently controlled, so that the influence of the fluctuation of the working voltage of the vehicle end electric component on the voltage of the automatic driving electric component can be avoided, and the working stability of the automatic driving electric component is improved.
Description
Technical Field
The embodiment of the invention relates to an electrical control technology, in particular to a vehicle-mounted power supply control system, an electric vehicle and a vehicle-mounted power supply control method applied to automatic driving.
Background
An existing electric vehicle is powered by a high-voltage storage battery for a power motor in the vehicle and other vehicle-end electric appliances. With the development of the automatic driving technology, many electric components for supporting the automatic driving technology are gradually added in the vehicle, and the electric components are generally supplied with power by a high-voltage storage battery.
In the existing vehicle-mounted power supply system, in order to guarantee the use safety of the high-voltage storage battery, when a driver controls the whole vehicle to be flamed out and the high-voltage storage battery is charged, a power supply circuit of the high-voltage storage battery is disconnected. This causes the powered autopilot-related components to be switched off also in the event of a power failure.
However, the electrical components supporting the automatic driving technology are not completely the same as the conventional electric appliances at the vehicle end, the precision requirement is higher, and the working states and working times of the electrical components are different, so that the existing vehicle-mounted power supply system is not suitable for the electric vehicle adopting the automatic driving technology.
Disclosure of Invention
The embodiment of the invention provides a vehicle-mounted power supply control system, an electric vehicle and a vehicle-mounted power supply control method, which aim to optimize vehicle-mounted power supply control logic and better adapt to the working requirements of electrical components of an automatic driving vehicle.
In a first aspect, an embodiment of the present invention provides a vehicle-mounted power supply control system, including a main battery, a vehicle-end electrical component, and an automatic driving electrical component, where:
the main storage battery is provided with a first power output interface and a second power output interface;
the first power output interface is connected with an automatic driving electrical component, and the second power output interface is connected with the vehicle-end electrical component;
and the main storage battery is used for respectively controlling the power supply states of the two power output interfaces according to the interface control instruction.
Optionally, the main storage battery is further provided with an interface control element, connected between the battery output end of the main storage battery and the two power output interfaces, and configured to control power supply states of the two power output interfaces according to an interface control instruction.
Optionally, the autopilot electrical component comprises at least one of:
the strategy calculation unit is used for calculating an automatic driving strategy;
positioning equipment for positioning the vehicle;
and the sensor is used for acquiring information.
Optionally, the policy calculating unit is further provided with:
the starting instruction interface is used for receiving a starting instruction so as to realize software starting operation;
and the shutdown instruction interface is used for receiving a shutdown instruction so as to realize that the software quits operation.
Optionally, the power-on instruction interface is connected to a user power-on switch arranged at the vehicle end through an electric circuit, and is configured to receive a power-on instruction; the shutdown instruction interface is used for receiving a shutdown instruction sent remotely through a wireless protocol.
Optionally, the control system further includes: and the built-in direct current conversion circuit is connected between the first power output interface and the positioning equipment and the sensor, is connected with the strategy calculation unit, and is used for performing direct current conversion on the voltage output by the first power output interface under the control of the strategy calculation unit and outputting the voltage to the positioning equipment and the sensor.
Optionally: the vehicle controller is arranged at a vehicle end and used for sending a power supply interface control command to the first power output interface and the second power output interface when detecting a vehicle key switch closing signal;
the vehicle controller is further used for sending a power-off interface control instruction to the first power output interface and the second power output interface when detecting a vehicle key switch off signal;
and the vehicle control unit is also used for sending a power supply interface control command to the first power output interface and sending a power-off interface control command to the second power output interface when detecting that the charging interface of the main storage battery is started.
Optionally, the network device and the safety device arranged at the vehicle end are respectively connected with the first power output interface through a vehicle key switch.
Optionally, an automatic driving direct current conversion unit is further connected between the first power output interface and the automatic driving electrical component, and is configured to convert the voltage of the main battery into a first set voltage required by the automatic driving electrical component; and a vehicle-end direct-current conversion unit is connected between the second power output interface and the vehicle-end electrical component and is used for converting the voltage of the main storage battery into a second set voltage required by the vehicle-end electrical component.
Optionally, a safety device and/or a backup battery is further connected between each power output interface and the automatic driving electrical component or the vehicle-end electrical component.
Optionally, the policy calculating unit in the automatic driving electrical component is further configured to start a software upgrade operation if it is identified that the policy calculation load state satisfies the preset condition or a software upgrade instruction is received.
In a second aspect, an embodiment of the present invention further provides an electric vehicle, including the vehicle-mounted power supply control system according to the first aspect of the embodiment of the present invention; the vehicle-end electric component comprises a power motor and a vehicle-end electric appliance.
In a third aspect, an embodiment of the present invention further provides a vehicle-mounted power supply control method, which is executed by the vehicle-mounted power supply control system according to the first aspect of the embodiment of the present invention, and the method includes:
the vehicle control unit is arranged at the vehicle end and used for sending a power supply interface control command to the first power output interface and the second power output interface when detecting a vehicle key switch closing signal so as to respectively supply power to the vehicle end electric component and the automatic driving electric component;
when detecting that the charging interface of the main storage battery is started, the vehicle control unit sends a power supply interface control command to the first power output interface and sends a power failure interface control command to the second power output interface.
Optionally, the control method further includes:
when a strategy calculation unit in the automatic driving electrical component in a power supply state receives a starting instruction, software is started to run;
and when the strategy calculation unit in the software running state receives a shutdown instruction, the software is quitted to run.
Optionally, the control method further includes:
and if the strategy calculation unit in the automatic driving electrical component recognizes that the strategy calculation load state meets the preset condition or receives a software upgrading instruction, starting software upgrading operation.
According to the technical scheme of the embodiment of the invention, the vehicle-mounted power supply control system comprises a main storage battery, a vehicle end electric component and an automatic driving electric component; the main storage battery is provided with a first power output interface and a second power output interface; the first power output interface is connected with the automatic driving electrical component, and the second power output interface is connected with the vehicle-end electrical component; and the main storage battery is used for respectively controlling the power supply states of the two power output interfaces according to the interface control instruction. Therefore, the power supply is respectively realized for the vehicle end electric component and the automatic driving electric component through the independent power output interfaces, and the power supply logic can be independently controlled through the interface control instruction, so that the influence of the power supply of the vehicle end electric component on the power supply of the automatic driving electric component is reduced, for example, when the working voltage required by the vehicle end electric component changes and fluctuates, the voltage output by the first power output interface of the main storage battery cannot fluctuate, and the working stability of the automatic driving electric component is improved; and the physical isolation between the automatic driving electric component and the vehicle end electric component can be realized, and the working stability of the automatic driving electric component is further improved.
Drawings
Fig. 1 is a schematic circuit structure diagram of a vehicle-mounted power supply control system according to an embodiment of the present invention;
fig. 2 is a schematic circuit structure diagram of another vehicle-mounted power supply control system according to an embodiment of the present invention;
fig. 3 is a schematic circuit structure diagram of another vehicle-mounted power supply control system according to an embodiment of the present invention;
fig. 4 is a schematic circuit structure diagram of another vehicle-mounted power supply control system according to an embodiment of the present invention;
fig. 5 is a schematic circuit structure diagram of another vehicle-mounted power supply control system according to an embodiment of the present invention;
fig. 6 is a schematic circuit structure diagram of another vehicle-mounted power supply control system according to an embodiment of the present invention;
fig. 7 is a schematic circuit structure diagram of another vehicle-mounted power supply control system according to an embodiment of the present invention;
fig. 8 is a schematic circuit structure diagram of another vehicle-mounted power supply control system according to an embodiment of the present invention;
fig. 9 is a schematic circuit structure diagram of an electric vehicle according to an embodiment of the present invention;
fig. 10 is a flowchart of a vehicle-mounted power supply control method according to an embodiment of the present invention.
Detailed Description
The present invention will be described in further detail with reference to the accompanying drawings and examples. It is to be understood that the specific embodiments described herein are merely illustrative of the invention and are not limiting of the invention. It should be further noted that, for the convenience of description, only some of the structures related to the present invention are shown in the drawings, not all of the structures.
Fig. 1 is a schematic circuit structure diagram of a vehicle-mounted power supply control system according to an embodiment of the present invention, where the control system is suitable for being assembled in an electric vehicle to perform power supply and power supply logic control on power-consuming components in the electric vehicle. Referring to fig. 1, the vehicle-mounted power supply control system includes a main battery 101, a vehicle-end electric component 102, and an automated driving electric component 103; the main battery 101 is provided with a first power output interface A1 and a second power output interface A2; the first power output interface a1 is connected to the autopilot electrical component 103 and the second power output interface a2 is connected to the vehicle end electrical component 102; the main storage battery 101 is used for respectively controlling the power supply states of the two power output interfaces according to the interface control instruction.
Specifically, the main battery 101 may be a power battery on an electric vehicle, and may be used to provide energy for normal running of the electric vehicle, such as a vehicle-mounted high-voltage battery that is generally used; the vehicle-end electrical component 102 may include electrical components of various parts of a power system, a braking system, an entertainment system, and the like of the electric vehicle, for example, a power motor for converting electric energy of a power battery into mechanical energy to enable the electric vehicle to run, and meanwhile, the vehicle-end electrical component 102 may also include other functions required for running of the electric vehicle, such as an air conditioning system, a lighting system, a radio in the vehicle, and the like; the electric component 103 for automatic driving can be used for providing calculation service for automatic driving of the electric vehicle, and mainly includes a strategy calculation component, and can also include other electric components for collection and execution.
The vehicle-end electrical component 102 has a plurality of related components, the operating voltage ranges of various components are large, and the voltages required by different internal systems during operation are different, so that if the automatic driving component 103 and the vehicle-end electrical component 102 share one power output end of the main storage battery 101, when different systems in the vehicle-end electrical component 102 operate, the operating voltage of the automatic driving electrical component 103 fluctuates, and the stability of the operation of the automatic driving electrical component 103 is further affected, and the accuracy requirement of the automatic driving electrical component 103 is high, and the voltage fluctuation will seriously reduce the accuracy; in this embodiment, the main battery 101 supplies power to the automatic driving electrical component 103 through the first power output interface a1, and supplies power to the vehicle-side electrical component 102 through the second power output interface a2, and when the operating voltage required by the vehicle-side electrical component 102 changes, the voltage output by the first power output interface a1 can be kept stable, so that the normal operation of the automatic driving component 103 is not affected, and the stability of the operation of the automatic driving component 103 is improved; meanwhile, the main battery 101 can also control the power supply states of the first power output interface A1 and the second power output interface A2 respectively according to the interface control instruction, to achieve independent control of the power supply states of the autopilot electrical component 103 and the vehicle-end electrical component 102, when the two do not need to work simultaneously, the main storage battery 101 can selectively disconnect the corresponding power output interface, such as when the end electrical component 102 does not need to be operated and the autopilot electrical component 103 does need to be operated, the main battery 101 may disconnect the second power output interface a2 and turn on the first power output interface a1 under the control of the interface control command, the electric energy is saved, and meanwhile, the vehicle-end electric component 102 and the automatic driving electric component 103 can be physically isolated, so that the influence of the vehicle-end electric component 102 on the working voltage of the automatic driving component 103 is further avoided, and the working stability of the automatic driving component 103 is further improved.
According to the technical scheme of the embodiment, the vehicle-mounted power supply control system comprises a main storage battery, a vehicle end electric component and an automatic driving electric component; the main storage battery is provided with a first power output interface and a second power output interface; the first power output interface is connected with the automatic driving electrical component, and the second power output interface is connected with the vehicle-end electrical component; and the main storage battery is used for respectively controlling the power supply states of the two power output interfaces according to the interface control instruction. When the working voltage required by the vehicle-end electric component changes, and the voltage output by the second power output interface of the main storage battery fluctuates, the voltage output by the first power output interface of the main storage battery cannot fluctuate, so that the working stability of the automatic driving electric component is improved; meanwhile, the main storage battery can respectively control the power supply states of the first power output interface and the second power output interface according to the interface control instruction so as to realize independent control of the power supply states of the automatic driving electric component and the vehicle end electric component, the physical isolation of the automatic driving electric component and the vehicle end electric component can be realized while the electric energy is saved, and the working stability of the automatic driving electric component is further improved.
Optionally, fig. 2 is a schematic circuit structure diagram of another vehicle-mounted power supply control system according to an embodiment of the present invention, which is optimized and improved based on the technical solutions of the foregoing embodiments, and referring to fig. 2, the main storage battery 101 is further provided with an interface control element 1011, connected between a battery output end of the main storage battery 101 and the two power output interfaces, for respectively controlling power supply states of the two power output interfaces according to an interface control instruction.
Specifically, the main battery 101 generally includes a battery body and a controller for controlling the working state of the battery, in this embodiment, an interface control element 1011 is further disposed between the battery output end of the battery body and the two power output interfaces a1 and a2, and is respectively connected to the first power output interface a1 and the second power output interface a 2; the interface control unit 1011 may conduct a connection path between the battery output terminal and the first power output interface a1 under the control of the interface control command, so that the main battery 101 supplies power to the automatic driving electric component 103, and/or conduct a connection path between the battery output terminal and the second power output interface a2, so that the main battery 101 supplies power to the vehicle-side electric component 102. The interface control unit 1011 may be an electrical component such as a relay, a transistor, or a switch, for example, to switch the state under command control.
For example, fig. 3 is a schematic circuit structure diagram of another vehicle-mounted power supply control system according to an embodiment of the present invention, referring to fig. 3, the interface control element 1011 may include a first relay 1012 and a second relay 1013, a switch of the first relay 1012 is connected between the battery output end and the first power output interface a1, a switch of the second relay 1013 is connected between the battery output end and the second power output interface a2, and when the interface control element 1011 receives an interface control instruction, a coil in the first relay 1012 and/or the second relay 1013 is energized to close the corresponding switch, so that the main battery 101 supplies power to the auto-driving electrical component 103 and/or the vehicle-side electrical component 102.
Optionally, fig. 4 is a schematic circuit structure diagram of another vehicle-mounted power supply control system according to an embodiment of the present invention, and referring to fig. 4, the autopilot electrical component 103 includes at least one of the following components: a strategy calculation unit 1031 for performing an automatic driving strategy calculation; a positioning device 1032 for vehicle positioning; and the sensor 1033 is used for acquiring information.
Specifically, the policy calculation unit 1031 may be configured to calculate an automatic driving policy, such as an acceleration rate control, a deceleration rate control, a lane change control, and the like, according to the information such as the road condition, the weather, and the physical conditions of the occupants; the positioning device 1032 and the sensor 1033 may provide relevant parameters for the strategy calculation unit 1031 to calculate the automatic driving strategy, such as position information of the electric vehicle, road condition information, and physical conditions of the passenger; the sensor 1033 may include a camera, a laser point cloud radar, and the like.
Optionally, fig. 5 is a schematic circuit structure diagram of another vehicle-mounted power supply control system according to an embodiment of the present invention, and referring to fig. 5, the policy calculation unit 1031 further includes: the starting instruction interface D1 is used for receiving a starting instruction to realize the starting operation of the software; and the shutdown instruction interface D2 is used for receiving a shutdown instruction to realize software exit.
Specifically, if the policy calculation unit 1031 is directly started after power is supplied, the policy calculation unit 1031 is directly controlled by the power supply circuit to start up the computer, otherwise. However, in the control system of the vehicle, a signal of power supply and power failure may be generated due to various reasons or malfunctions, and then the policy calculation unit 1031 also frequently switches the activation and the exit with the switching of the power supply and the power failure. Frequent start-up and exit is detrimental to the policy calculation unit 1031, which needs to handle large amounts of data calculation, and may not load data and processes in time or lose policy data upon exit. This affects both the service life of the policy calculation unit 1031 and its operating accuracy.
In the technical solution of this embodiment, the extra power-on command interface D1 and power-off command interface D2 are provided on the policy calculation unit 1031, so as to avoid the direct control of starting and exiting by the power supply logic. When the interface control instruction controls the main storage battery 101 to supply power to the policy calculation unit 1031, and the power-on instruction interface D1 receives the power-on instruction, the policy calculation unit 1031 is powered on to execute the calculation work of the automatic driving policy; meanwhile, the policy calculation unit 1031 uses two interfaces for power on and power off, and when the power off command interface D2 receives a power off command, the policy calculation unit 1031 will power off. Thus, the activation and the withdrawal of the policy calculation unit 1031 can be independently controlled by two ways. For an automatic driving automobile, particularly an unmanned automobile, the driving safety is influenced by the control strategy, so that the quitting work of the strategy calculation unit needs to be careful, and the mistaken quitting is reduced as much as possible.
Illustratively, with continued reference to fig. 5, a power-on command interface D1 is connected to the user power-on switch 201 disposed at the vehicle end through an electric line, and is configured to receive a power-on command; and the shutdown command interface D2 is used for receiving a remotely sent shutdown command through a wireless protocol.
Specifically, the user start-up switch 201 may be a button switch, and may be disposed at a position of the electric vehicle near any seat, and when the user presses the start-up switch 201, the start-up switch 201 sends a signal to the start-up instruction interface D1 of the policy calculation unit 1031, for example, the start-up instruction interface D1 receives a high-level signal, so that the policy calculation unit 1031 is started up; it may be preferred that the user turn-on switch 201 be located near the driver's seat, such as around the vehicle display screen; the shutdown instruction interface D2 is an interface implemented based on a Wireless communication protocol, for example, a Wireless Fidelity (WiFi) protocol, and can communicate with the remote device 202, and when the shutdown instruction interface D2 receives a shutdown instruction of the remote device 202, the policy calculation unit 1031 gradually exits from various software programs running on the remote device, so as to implement soft shutdown of the policy calculation unit 1031 and avoid data loss of the policy calculation unit 1031; the remote device 202 may be a mobile phone, a tablet computer, a cloud server, or the like, and the shutdown instruction may be issued by the user through the mobile phone, the tablet computer, or the like; under specific conditions, if personnel in the electric vehicle forget to send a shutdown instruction through a mobile phone or a tablet personal computer, the shutdown instruction can be sent through the cloud server, so that the electric quantity of the main storage battery 101 is saved, and the endurance mileage is increased. It should be noted that the shutdown command interface D2 may also be connected to a user shutdown switch disposed at the vehicle end through an electrical line to receive a shutdown command.
Optionally, fig. 6 is a schematic circuit structure diagram of another vehicle-mounted power supply control system according to an embodiment of the present invention, and referring to fig. 6, the vehicle-mounted power supply control system further includes a built-in dc conversion circuit 1034, which is connected between the first power output interface a1 and the positioning device 1032 and the sensor 1033, and is connected to the policy calculation unit 1031, and is configured to perform dc conversion on the voltage output by the first power output interface a1 under the control of the policy control unit 1031, and output the voltage to the positioning device 1032 and the sensor 1033.
Specifically, the built-in dc conversion circuit 1034 may operate under the control of the policy calculation unit 1031 to convert the high-voltage dc (e.g., 380V) output by the main battery 101 through the first power output terminal a1 into the low-voltage dc (e.g., 12V) required by the positioning device 1032 and the sensor 1033 for normal operation; the built-in dc conversion circuit 1034 may individually supply power to the positioning device 1032 or the sensor 1033 under the control of the policy calculation unit 1031, and if the current autopilot policy does not need to use the positioning device 1032, the policy calculation unit 1031 may control the built-in dc conversion circuit 1034 to supply power to the sensor 1033, so as to save the electric energy of the main battery 101 and improve the cruising ability; the built-in dc conversion circuit 1034 may also supply power to the positioning device 1032 and the sensor 1033 under the control of the policy calculation unit 1031, and the policy calculation unit 1031 controls the built-in dc conversion circuit 1034 to close the power supply path to the positioning device 1032 and the sensor 1033 only when neither the positioning device 1032 nor the sensor 1033 needs to operate, so as to reduce the calculation amount of the policy calculation unit 1031, that is, the load of the policy calculation unit 1031, reduce the probability of calculation errors of the policy calculation unit 1031, and prolong the service life of the policy calculation unit 1031. Meanwhile, the built-in direct current conversion circuit 1034 supplies power to the positioning device 1032 and the sensor 1033, so that the output voltage is more stable, and the working stability of the positioning device 1032 and the sensor 1033 is further improved.
Optionally, fig. 7 is a schematic circuit structure diagram of another vehicle-mounted power supply control system according to an embodiment of the present invention, referring to fig. 7, the vehicle-mounted power supply control system further includes a vehicle controller 301 disposed at a vehicle end, and configured to send an interface instruction for power supply to the first power output interface a1 and the second power output interface a2 when detecting a vehicle key switch closing signal; the vehicle controller 301 is further configured to send a power-off interface control instruction to the first power output interface a1 and the second power output interface a2 when detecting a vehicle key switch off signal; the vehicle controller 301 is further configured to send an interface control command for supplying power to the first power output interface a1 and send an interface control command for powering off to the second power output interface a2 when detecting that the charging interface of the main battery 101 is started.
For example, as shown in fig. 7, the vehicle control unit 301 may be connected between the vehicle control unit 301 and the first power output interface a1, and when the vehicle control unit 302 is turned off, the vehicle control unit 301 may be in a sleep state under the action of the spare dedicated battery to reduce power consumption; when the vehicle control unit 301 detects that the vehicle control unit 302 is in the sleep state, the vehicle control unit sends a power supply control command to the first power output interface a1 and the second power output interface a 2; specifically, a power supply control instruction can be sent to the interface control unit 1011, so that coils of the first relay and the second relay in the interface control unit 1011 are energized, the electric component 103 for automatic driving, the electric component 102 at the vehicle end and the vehicle controller 301 are all powered by the main battery 101, and the electric vehicle can run normally and use the function of automatic driving. When the vehicle control key switch 302 is turned off, which indicates that the user does not need to use the electric vehicle, the vehicle control unit 301 detects a vehicle control key switch off signal, and sends an interface control command for power off to the first power output interface a1 and the second power output interface a 2; specifically, an interface control instruction for power failure can be sent to the interface control unit 1011, so that the coils of the first relay and the second relay in the interface control unit 1011 are powered off, the electric component 103 of the automatic driving, the electric component 102 of the vehicle end and the vehicle controller 301 are powered off, and the electric quantity of the main storage battery 101 is prevented from being wasted. When the main storage battery 101 needs to be charged, because the load of the vehicle-end electrical component 102 is large and the required working voltage is large, the working voltage can reach more than 200V, the output power is large, if the main storage battery 101 still supplies power to the vehicle-end electrical component 102 at the moment, the main storage battery 101 is easily damaged; since the operating voltage required by the automatic driving electric component 103 is small, generally only about 12V, when the automatic driving electric component 103 is still supplied with power by the main battery 101, the service life of the main battery 101 is not affected; therefore, when the vehicle control unit 301 detects that the charging interface of the main storage battery 101 is started, a power-off interface control command is sent to the second power output interface a2 to prohibit the vehicle-side electrical component 102 from operating, so as to prevent the main storage battery 101 from being damaged; in addition, the interface control instruction for supplying power can be sent to the first power output interface a1 according to specific situations, for example, when the software in the policy calculation unit 1031 needs to be upgraded, the interface control instruction for supplying power can be sent to the first power output interface a1, so that the problem that the policy calculation unit 1031 cannot be upgraded in the charging process of the main storage battery 101 in the conventional electric vehicle is solved. The policy calculation unit 1031 in the autopilot electrical component is further configured to, in the start state, start a software upgrade operation if it is recognized that the policy calculation load state satisfies a preset condition or a software upgrade instruction is received. The upgrading operation of the strategy calculation unit 1031 may not be performed during the driving process of the electric vehicle, that is, the automatic driving function may be used all the time during the driving process of the electric vehicle, so that the use efficiency of the whole electric vehicle is improved; when the automatic driving electric component 103 does not need to work, the vehicle control unit 301 may also send an interface control command for power failure to the first power output interface a1, thereby avoiding consumption of the electric quantity of the main battery 101 and reducing the charging time.
It should be noted that the vehicle control unit 301 may send the interface control command to the first power output interface a1 and the second power output interface a2 of the main battery 101 through the CAN bus, or send the interface control command to the first power output interface a1 and the second power output interface a2 of the main battery 101 through a separately provided control circuit, which is not specifically limited in this embodiment of the present invention.
Optionally, with continued reference to fig. 7, the vehicle-mounted power supply control system further includes a network device 303 and a security device 304, which are disposed at the vehicle end and respectively connected to the first power output interface a1 through the vehicle key switch 302.
Specifically, the network device 303 may be configured to communicate the vehicle-mounted power supply control system with an external network to obtain information such as weather or an external instruction; the safety device 304 may be used to improve the safety of an electric vehicle, and may include, for example, an automatic brake control system; when the vehicle key switch 302 is closed, the network device 303 and the safety device 304 can be powered by the main storage battery 101 to work; meanwhile, since the network device 303 and the security device 304 are supplied with power from the first power output interface a1, the change in the operating voltage of the vehicle-side electrical component 102 does not cause the voltages of the network device 303 and the security device 304, thereby improving the operating stability of the network device 303 and the security device 304.
Optionally, fig. 8 is a schematic circuit structure diagram of another vehicle-mounted power supply control system according to an embodiment of the present invention, and referring to fig. 8, an automatic driving direct current conversion unit (DC/DC)401 is further connected between the first power output interface a1 and the automatic driving electrical component 103, and is configured to convert the voltage of the main battery 101 into a first set voltage required by the automatic driving electrical component 103; a vehicle-side direct current conversion unit (DC/DC)402 is also connected between the second power output interface a2 and the vehicle-side electrical component 102, and converts the voltage of the main battery 101 into a second set voltage required by the vehicle-side electrical component 102.
Specifically, the first set voltage and the second set voltage may differ depending on the autopilot electrical component 103 and the vehicle-end electrical component 102; if the electric component 103 includes the policy calculation unit 1031, if the operating voltage of the policy calculation unit 1031 is 12.8V, the output voltage of the automatic driving dc conversion unit 401 may be set to 12.8V to meet the normal operation requirement of the policy calculation unit 1031; if the vehicle-end electrical component 102 includes an electric motor, the voltage value of the second setting voltage may be determined according to the operating voltage of the electric motor, and for example, the value of the second setting voltage may be 336V. For example, the autopilot DC conversion unit 401 and the vehicle-side DC conversion unit 402 may each include a DC-DC converter.
Optionally, with continued reference to fig. 8, a safety device and/or a backup battery may also be connected between each power output interface and either the autonomous electrical component 103 or the vehicle end electrical component 102.
Specifically, as shown in fig. 8, an autonomous driving backup battery 404 and/or a safety device 403 may be connected between the first power output interface a1 and the autonomous driving electrical component 103, an output voltage of the autonomous driving backup battery 404 may be set to be identical to an operating voltage of the autonomous driving electrical component 103, and when the main battery 101 fails, the autonomous driving backup battery 404 may supply power to the autonomous driving electrical component 103 to prevent the autonomous driving electrical component 103 from being suddenly powered off, thereby protecting the autonomous driving electrical component 103; when the in-vehicle power supply control system further includes the automated driving dc conversion unit 401, the automated driving backup battery 404 may be connected to the voltage output terminal of the automated driving dc conversion unit 401, and when the main battery 101 supplies power to the automated driving electrical component 103, the automated driving backup battery 404 may also be charged through the automated driving dc conversion unit 401; when the onboard power supply control system includes the autonomous driving backup battery 404 and the safety device 403, the safety device 403 may be disposed between the autonomous driving backup battery 404 and the autonomous driving electrical component 103 to prevent damage to the autonomous driving electrical component 103 when the main battery 101 and the autonomous driving backup battery 404 are damaged.
A vehicle-end backup battery 405 and/or a safety device 403 can be connected between the second power output interface a2 and the vehicle-end electrical component 102, the output voltage of the vehicle-end backup battery 405 can be set to be consistent with the working voltage of the vehicle-end electrical component 102, and when the main battery 101 fails, the vehicle-end backup battery 405 can supply power to the vehicle-end electrical component 102 to prevent the vehicle-end electrical component 102 from being suddenly powered off, so that the vehicle-end electrical component 102; when the vehicle-mounted power supply control system further comprises a vehicle-side direct current conversion unit 402, the vehicle-side backup storage battery 405 can be connected to a voltage output end of the vehicle-side direct current conversion unit 402, and when the main storage battery 101 supplies power to the vehicle-side electrical component 102, the vehicle-side backup storage battery 405 can also charge the vehicle-side electrical component 405 through the vehicle-side direct current conversion unit 402; when the vehicle-mounted power supply control system includes the vehicle-end secondary battery 405 and the safety device 403, the safety device 403 may be disposed between the vehicle-end secondary battery 405 and the vehicle-end electrical component 102 to prevent damage to the vehicle-end electrical component 102 when the main battery 101 and the vehicle-end secondary battery 405 are damaged.
Fig. 9 is a schematic circuit structure diagram of an electric vehicle according to an embodiment of the present invention, and referring to fig. 9, the electric vehicle includes a vehicle-mounted power supply control system according to any item in this embodiment; the vehicle-end electrical components include a power motor 1021 and a vehicle-end electrical load 1022.
Specifically, the power motor 1021 can be used for converting the electric energy provided by the main storage battery 101 into mechanical energy to drive the electric vehicle to run; the electrical devices 1022 on the vehicle end may include electrical devices such as lights on the vehicle interior, air conditioners on the vehicle interior, and radios on the vehicle interior to provide a more comfortable riding environment.
Fig. 10 is a flowchart of a vehicle-mounted power supply control method according to an embodiment of the present invention, and referring to fig. 10, the vehicle-mounted power supply control method may be executed by a vehicle-mounted power supply control system according to any embodiment of the present invention, and the vehicle-mounted power supply control method includes:
specifically, when the vehicle key switch is turned off, the vehicle controller can be in a dormant state under the action of the special battery to reduce power consumption, when the vehicle key switch is turned off, it is indicated that a user needs to use the electric vehicle at the moment, and the vehicle controller detects a vehicle key switch closing signal, so that the vehicle controller is awakened from the dormant state and sends a power supply control instruction to the first power output interface and the second power output interface; specifically, a power supply control instruction can be sent to the interface control unit, so that coils of the first relay and the second relay in the interface control unit are electrified, the automatic driving electric part, the vehicle end electric part and the vehicle control unit are powered, and the electric vehicle can normally run and use the automatic driving function.
when the main storage battery needs to be charged, because the load of the vehicle-end electrical component is more, the required working voltage is larger, the working voltage can reach more than 200V, the output power is larger, and if the main storage battery still supplies power to the vehicle-end electrical component at the moment, the main storage battery is easy to damage; the working voltage required by the automatic driving electric component is small and is only about 12V generally, so that the service life of the main storage battery cannot be influenced when the automatic driving electric component is still supplied with power by the main storage battery; therefore, when the vehicle control unit detects that the charging interface of the main storage battery is started, the power-off interface control command is sent to the second power output interface so as to prohibit the vehicle end electric parts from working and prevent the main storage battery from being damaged; in addition, a power supply interface control instruction or a power failure interface control instruction can be sent to the first power output interface according to specific conditions, and if software in the strategy computing unit needs to be upgraded, the power supply interface control instruction can be sent to the first power output interface, so that the problem that the strategy computing unit cannot be upgraded in the charging process of the main storage battery in the conventional electric vehicle is solved; when the automatic driving electric component does not need to work, the vehicle control unit can also send an interface control command of power failure to the first power output interface, so that the electric quantity of the main storage battery is prevented from being consumed, and the charging time is shortened.
Optionally, the vehicle-mounted power supply control method further includes:
when a strategy calculation unit in the automatic driving electrical component in a power supply state receives a starting instruction, software is started to run; and when the strategy calculation unit in the software running state receives a shutdown instruction, the software is quitted to run.
Specifically, if the policy calculation unit is directly started after power is supplied, when an interface control instruction is generated due to misoperation, the policy calculation unit is started by mistake, frequent false start-up will seriously affect the policy calculation unit, and the service life of the policy calculation unit is shortened; only when the interface control instruction controls the main storage battery to supply power to the strategy computing unit and the strategy computing unit receives the starting-up instruction, the strategy computing unit is started up to execute the computing work of the automatic driving strategy; meanwhile, the strategy computing unit is powered on and powered off by adopting two interfaces, when the power-on instruction interface receives a power-on instruction, the power-on instruction or other instructions are received, the current execution process of the strategy computing unit is not influenced, namely, the strategy computing unit is not powered off or powered on again, only when the power-off instruction is received, the strategy computing unit is powered off, and the strategy computing unit does not act after the power-off instruction interface receives the instructions again; therefore, the problem that when the strategy calculation unit adopts one interface to realize the on-off operation, the strategy calculation unit is started by mistake or shut down by mistake to cause the calculation error of the strategy calculation unit due to the misoperation of the interface is avoided, and the working stability of the strategy calculation unit is improved.
Optionally, the vehicle-mounted power supply control method further includes: and a strategy calculation unit in the automatic driving electric component starts software upgrading operation if the strategy calculation load is identified to meet the preset condition or a software upgrading instruction is received in the starting state.
Specifically, when the policy calculation unit is upgraded through an OTA (Over-the-Air Technology), and when the software of the policy calculation unit has a higher version, if the load of the policy calculation unit meets a preset condition, such as the electric vehicle is charged, and the policy calculation unit does not perform the automatic driving policy calculation, the load of the policy calculation unit is lower at this time, and the software upgrade can be automatically performed, thereby avoiding the problem that the software upgrade cannot be performed by the policy calculation unit when the existing electric vehicle is charged. If the strategy computing unit receives the software upgrading instruction, if the user needs to upgrade the software of the strategy computing unit, the software upgrading operation can be directly started to meet the requirements of the user.
It is to be noted that the foregoing is only illustrative of the preferred embodiments of the present invention and the technical principles employed. It will be understood by those skilled in the art that the present invention is not limited to the particular embodiments described herein, but is capable of various obvious changes, rearrangements and substitutions as will now become apparent to those skilled in the art without departing from the scope of the invention. Therefore, although the present invention has been described in greater detail by the above embodiments, the present invention is not limited to the above embodiments, and may include other equivalent embodiments without departing from the spirit of the present invention, and the scope of the present invention is determined by the scope of the appended claims.
Claims (15)
1. The utility model provides a vehicle-mounted power supply control system, includes main battery, car end electrical component and autopilot electrical component, its characterized in that:
the main storage battery is provided with a first power output interface and a second power output interface;
the first power output interface is connected with an automatic driving electrical component, and the second power output interface is connected with the vehicle-end electrical component;
and the main storage battery is used for respectively controlling the power supply states of the two power output interfaces according to the interface control instruction.
2. The system according to claim 1, wherein the main battery is further provided with an interface control element connected between the battery output terminal of the main battery and the two power output interfaces for controlling the power supply states of the two power output interfaces respectively according to an interface control command.
3. The system of claim 1, wherein the autopilot electrical component comprises at least one of:
the strategy calculation unit is used for calculating an automatic driving strategy;
positioning equipment for positioning the vehicle;
and the sensor is used for acquiring information.
4. The system of claim 3, wherein the policy computation unit is further provided with:
the starting instruction interface is used for receiving a starting instruction so as to realize software starting operation;
and the shutdown instruction interface is used for receiving a shutdown instruction so as to realize that the software quits operation.
5. The system of claim 4, wherein:
the starting instruction interface is connected with a user starting switch arranged at the vehicle end through an electric circuit and used for receiving a starting instruction;
the shutdown instruction interface is used for receiving a shutdown instruction sent remotely through a wireless protocol.
6. The system of claim 3, further comprising:
and the built-in direct current conversion circuit is connected between the first power output interface and the positioning equipment and the sensor, is connected with the strategy calculation unit, and is used for performing direct current conversion on the voltage output by the first power output interface under the control of the strategy calculation unit and outputting the voltage to the positioning equipment and the sensor.
7. The system of claim 1, wherein:
the vehicle controller is arranged at a vehicle end and used for sending a power supply interface control command to the first power output interface and the second power output interface when detecting a vehicle key switch closing signal;
the vehicle controller is further used for sending a power-off interface control instruction to the first power output interface and the second power output interface when detecting a vehicle key switch off signal;
and the vehicle control unit is also used for sending a power supply interface control command to the first power output interface and sending a power-off interface control command to the second power output interface when detecting that the charging interface of the main storage battery is started.
8. The system of claim 1, wherein:
and the network equipment and the safety equipment arranged at the vehicle end are respectively connected with the first power output interface through a whole vehicle key switch.
9. The system of claim 1, wherein:
an automatic driving direct current conversion unit is connected between the first power output interface and the automatic driving electrical component and is used for converting the voltage of the main storage battery into a first set voltage required by the automatic driving electrical component;
and a vehicle-end direct-current conversion unit is connected between the second power output interface and the vehicle-end electrical component and is used for converting the voltage of the main storage battery into a second set voltage required by the vehicle-end electrical component.
10. The system of claim 1, wherein:
and a safety device and/or a standby battery are/is connected between each power output interface and the automatic driving electric component or the vehicle end electric component.
11. The system according to claim 1 or 2, characterized in that:
and the strategy calculating unit in the automatic driving electric component is also used for starting software upgrading operation if the strategy calculating load state is identified to meet the preset condition or a software upgrading instruction is received.
12. An electric vehicle comprising the on-vehicle power supply control system of any one of claims 1-11; the vehicle-end electric component comprises a power motor and a vehicle-end electric appliance.
13. An on-vehicle power supply control method executed by the on-vehicle power supply control system according to any one of claims 1 to 11, characterized by comprising:
the vehicle control unit is arranged at the vehicle end and used for sending a power supply interface control command to the first power output interface and the second power output interface when detecting a vehicle key switch closing signal so as to respectively supply power to the vehicle end electric component and the automatic driving electric component;
when detecting that the charging interface of the main storage battery is started, the vehicle control unit sends a power supply interface control command to the first power output interface and sends a power failure interface control command to the second power output interface.
14. The method of claim 13, further comprising:
when a strategy calculation unit in the automatic driving electrical component in a power supply state receives a starting instruction, software is started to run;
and when the strategy calculation unit in the software running state receives a shutdown instruction, the software is quitted to run.
15. The method of claim 13, further comprising:
and if the strategy calculation unit in the automatic driving electrical component recognizes that the strategy calculation load state meets the preset condition or receives a software upgrading instruction, starting software upgrading operation.
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