A high voltage power up and down control method for pure electric truck

Abstract

The present invention discloses a novel and effective high-voltage power-on and power-off control method based on active feedback and real-time interaction of three states of B-class voltage components. In simple terms, each B-class voltage component has one active state feedback in three modes, a total of three active state feedbacks. This achieves high coordination of each B-class voltage component, safe and orderly power-on and power-off effects, high operating efficiency, and ensures stable and reliable operation of the entire high-voltage electrical system of a pure electric truck.

Description

Technical field:

[0002] The invention belongs to the technical field of circuit control, and in particular relates to a high-voltage power-up and power-down control method for a pure electric truck. Background technology:

[0004] Due to environmental protection and energy conservation and the country's support for the development of pure electric vehicles, pure electric trucks have also developed rapidly in recent years, especially pure electric trucks for logistics are favored by consumers. In addition, in the relevant work report, it is pointed out that "strengthening the construction of new infrastructure, building charging piles and battery swap stations, and promoting new energy vehicles" also clarifies the country's sustainable and healthy future development direction for pure electric trucks. The entire power of pure electric trucks comes from the DC high voltage output of the power battery pack. At the same time, the entire DC high voltage system of pure electric trucks is composed of a high-voltage distribution box (Power Distribution Unit, PDU for short), a battery management unit (Battry Management System, BMS for short), a vehicle controller (VMS for short), a power battery, and Class B voltage components (components with a DC working voltage range greater than 60V and less than or equal to 1500V) and work in coordination.

[0005] Compared with pure electric passenger cars, pure electric trucks have a relatively large number of Class B voltage components. In addition to the above-mentioned components, they also mainly include: Electric Hydrostatic Power Steering (EHPS), Electric Air Compressor (EAC), DC / DC, Positive Temperature Coefficient (PTC), High Voltage Air Conditioning (HVAC), and Traction Motor Control Unit (MCU). During the power-on and power-off process of the high-voltage electrical system of pure electric trucks, there is a problem of poor coordination between the Class B components, which may cause uncontrollable conditions such as sudden power failure, high-voltage fuse burnout, and sudden changes in high voltage and high current, resulting in low operating efficiency, low reliability, and short life of the DC high-voltage electrical system.

[0006] The information disclosed in this background technology section is only intended to enhance the understanding of the overall background of the invention and should not be regarded as an acknowledgment or any form of suggestion that the information constitutes the prior art already known to a person skilled in the art. Summary of the invention:

[0008] The purpose of the present invention is to provide a high voltage up and down power control method for a pure electric truck, so as to overcome the defects in the above-mentioned existing electric control technology.

[0009] To achieve the above object, the present invention provides a high voltage power-on and power-off control method for a pure electric truck, including: a high voltage power-on mode, a high voltage power-off mode, and a complete power-off mode. Each Class B voltage component has one active state feedback in each of the three modes, and a total of three active state feedbacks;

[0010] The high-voltage power-on mode occurs after each component has completed low-voltage power-on and initialization self-test. Each Class B voltage component will evaluate the comprehensive situation of its own controller, functional characteristics, communication network, and hardware status within a certain period of time. Each Class B voltage component will actively form the evaluation result into a first state identifier and send it on the CAN network;

[0011] The high-voltage power-off mode occurs after the driver intends to power off. Each Class B voltage component will evaluate its own state and working condition under the condition of high voltage application within a certain period of time. The evaluation result forms a second state identifier and is actively sent on the CAN network.

[0012] The full power-off mode occurs at the end of the power-off process. Each Class B voltage component will actively send a third state identifier on the CAN network within a certain period of time based on the comprehensive situation of its own controller, task processing, data storage, communication network, etc.;

[0013] The vehicle controller VMS receives and identifies the first state identifier, the second state identifier and the third state identifier, obtains the state of each component and decides whether to execute the next high-voltage power-on process or the high-voltage power-off process.

[0014] In view of the large number and complexity of B-class voltage components in pure electric trucks, the present invention provides a new and effective high-voltage power-on and power-off control method based on active feedback and real-time interaction of three states of B-class voltage components, which achieves high coordination of various B-class voltage components, safe and orderly power-on and power-off effects, high operating efficiency, and ensures stable and reliable operation of the entire high-voltage electrical system of the pure electric truck.

[0015] Preferably, in the above technical solution, in the high-voltage power-on mode, the electric hydraulic steering power controller EHPS shall detect whether the steering motor, steering mechanism, and steering oil volume are within the normal working range; the electric air compressor EAC shall detect whether the air pressure value and the brake motor temperature are within the normal working range, and whether the brake pipeline is complete and unobstructed.

[0016] Preferably, in the above technical solution, the first state identifier is continuously sent until the high voltage power-on mode is completed or ended.

[0017] Preferably, in the above technical solution, the second state identifier has two conditions, Y and N; in the Y condition, the high-voltage power-off process is executed normally; in the N condition, the whole vehicle prompts a fault alarm until the N condition disappears. If the duration of the N condition reaches Δt1, the next step of the high-voltage power-off process is jumped to.

[0018] Preferably, in the above technical solution, the second state identifier is continuously sent until the high voltage power-down mode is completed or ended.

[0019] Preferably, in the above technical solution, in the complete power-off mode, in terms of data storage, the EHPS shall store all log files and fault conditions of the current working process; the EAC shall store the log files, air pressure status, and temperature status of the current working process.

[0020] Preferably, in the above technical solution, the third state identifier has two cases, Y and N; in the Y case, the high-voltage power-off process is executed normally; in the N case, the whole vehicle waits in a loop until the N situation disappears. If the duration of the N situation reaches Δt2, it jumps to execute the next step of the high-voltage power-off process.

[0021] Preferably, in the above technical solution, the first state identifier, the second state identifier and the third state identifier are all actively fed back by each Class B voltage component.

[0022] Preferably, in the above technical solution, each B-level voltage component interacts with the VMS independently, and there is no parallel interaction relationship between the B-level voltage components.

[0023] Compared with the prior art, the present invention has the following beneficial effects:

[0024] The control method based on active feedback of three states of Class B voltage components only requires one state identifier in each of the three modes: high voltage power-on mode, high voltage power-off mode, and complete power-off mode, which reduces the number of state judgments and significantly improves effectiveness and operating efficiency. The control method based on active feedback of three states of Class B voltage components is that each Class B voltage component actively feedbacks its own state and continues for a certain required time, which improves the simplicity and fault tolerance of the high voltage power-on and power-off process. Compared with the existing high voltage power-on and power-off control method, because of the feedback of Class B voltage components, when the high voltage power-on and power-off failure occurs, the driver and on-site personnel can accurately judge and locate the faulty component. Description of the drawings:

[0026] Figure 1.1 This is a side view of a pure electric truck of our company's Yuejin brand;

[0027] Figure 1.2 It is a bottom view of Figure 1;

[0028] Figure 2 This is a flow chart of the high voltage power-on mode;

[0029] Figure 3 It is a flow chart of high voltage power-down mode;

[0030] Figure 4 This is a flowchart of the complete power-off mode;

[0031] The meanings of the main reference numbers in the figure are: 1. HVAC 2. PTC 3. EHPS 4. PDU 5. EAC 6. DC / DC 7. MCU8. BMS 9. VMS. Specific implementation method:

[0033] The specific embodiments of the present invention are described in detail below, but it should be understood that the protection scope of the present invention is not limited by the specific embodiments.

[0034] Unless explicitly stated otherwise, throughout the specification and claims, the term “comprise” or variations such as “include” or “comprising”, etc., will be understood to include the stated elements or components but not to exclude other elements or components.

[0035] Figure 1 is a schematic diagram of a pure electric truck of Yuejin brand, including a side view and a top view. In the top view, multiple Class B voltage components can be seen, including EHPS / EAC / PDU / BMS / MCU / DCDC / PTC / HVAC, and the control of high voltage power on and off adopts the method of this patent.

[0036] High voltage power-on mode flow reference Figure 2 , EHPS will judge the hardware status (including the high-voltage side drive voltage amplitude, IGBT temperature), communication status (including its own CAN network status, external interaction status), and then detect whether the steering system (including steering motor, steering mechanism, steering oil) meets the high-voltage conditions. Within t1=500ms, EHPS will send the high-voltage state, i.e., state 1 identifier, to the vehicle network. EAC will judge the hardware status (including the high-voltage side drive voltage amplitude, IGBT temperature), communication status (including its own CAN network status, external interaction status), and then detect whether the braking system (including brake motor, brake pipeline, air tank, etc.) meets the high-voltage conditions. Within t1=500ms, EAC will send the high-voltage state, i.e., state 1 identifier, to the vehicle network. With the same mechanism, each B-level voltage component judges its own high-voltage preparation status and comprehensively considers whether the system it is in meets the high-voltage conditions. Within t1=500ms, it sends the high-voltage state, i.e., state 1 identifier, to the vehicle network.

[0037] VMS receives and identifies the high-voltage state, i.e., state 1 identifier, of each Class B voltage component through the network, completes the judgment within 200ms, and enters the next step of the basic high-voltage power-on mode process.

[0038] Figure 3 This is a flowchart of the high-voltage power-off mode. When the intention to power off high voltage occurs, the EHPS determines its own state (high-voltage discharge) and working condition (stop output, stop high-voltage related work). Within t2=500ms, the EHPS sends a high-voltage state identifier, i.e., state 2, to the vehicle network. In the same mechanism, each B-level voltage component determines its own state and working condition and comprehensively considers whether the system it is in meets the high-voltage conditions. Within t2=500ms, it sends a high-voltage state identifier, i.e., state 2, to the vehicle network. The VMS receives and identifies the high-voltage state identifier, i.e., state 2, of each B-level voltage component through the network, and the judgment is completed within 200ms.

[0039] When the high-voltage state is Y, the basic high-voltage power-off mode process is entered to proceed to the next step; when the high-voltage state is N, the VMS enters the fault alarm mechanism. If the N state time length reaches Δt1=1s, the basic high-voltage power-off mode process is directly entered to proceed to the next step.

[0040] Figure 4 This is a flowchart of the complete power-off mode. After the basic high-voltage power-off mode process is completed, the EHPS determines the controller status (including power management, main control module operation status), data storage (including log files, operation fault records), and task processing status. Within t3=200ms, the EHPS sends a complete power-off status, i.e., status 3 identifier, to the vehicle network. In the same mechanism, each Class B voltage component determines its own status and working status and comprehensively considers whether the system it is in meets the complete power-off conditions. Within t3=200ms, it sends a high-voltage status, i.e., status 3 identifier, to the vehicle network. VMS receives and identifies the complete power-off status, i.e., status 3 identifier of each Class B voltage component through the network, and the judgment is completed within 200ms.

[0041] When the full power-off state is Y, the basic full power-off mode process is entered to the next step; when the full power-off state is N, the VMS enters a loop waiting mechanism. If the waiting duration reaches Δt2=500ms, the basic full power-off mode process is directly entered to the next step.

[0042] The foregoing description of specific exemplary embodiments of the present invention is for the purpose of illustration and demonstration. These descriptions are not intended to limit the present invention to the precise form disclosed, and it is clear that many changes and variations can be made based on the above teachings. The purpose of selecting and describing the exemplary embodiments is to explain the specific principles of the present invention and its practical application, so that those skilled in the art can realize and utilize various different exemplary embodiments of the present invention and various different selections and changes. The scope of the present invention is intended to be limited by the claims and their equivalents.

Claims

1. A high voltage power on and off control method for a pure electric truck, characterized in that: include: High voltage power-on mode, high voltage power-off mode, and complete power-off mode. Each Class B voltage component has one active state feedback in each of the three modes, for a total of three active state feedbacks. The high-voltage power-on mode occurs after each component has completed low-voltage power-on and initialization self-test. Each Class B voltage component will evaluate the comprehensive situation of its own controller, functional characteristics, communication network, and hardware status within a certain period of time. Each Class B voltage component will actively form the evaluation result into a first state identifier and send it on the CAN network; The high-voltage power-off mode occurs after the driver intends to power off. Each Class B voltage component will evaluate its own state and working condition under the condition of high voltage application within a certain period of time. The evaluation result forms a second state identifier and is actively sent on the CAN network. The full power-off mode occurs at the end of the power-off process. Each Class B voltage component will actively send out a third state identifier on the CAN network within a certain period of time based on the comprehensive situation of its own controller, task processing, data storage, and communication network. The vehicle controller VMS receives and identifies the first state identifier, the second state identifier, and the third state identifier. The vehicle controller VMS obtains the state of each component and decides whether to execute the next high-voltage power-on process or high-voltage power-off process. In high-voltage power-on mode, the electric hydraulic steering controller EHPS should detect whether the steering motor, steering mechanism, and steering oil volume are within the normal working range; the electric air compressor EAC should detect whether the air pressure value and brake motor temperature are within the normal working range, and whether the brake pipeline is complete and unobstructed; The first state identifier is continuously sent until the high voltage power-on mode is completed or ended; The second state identifier has two conditions: Y1 and N1. In the case of Y1, the high-voltage power-off process is executed normally. In the case of N1, the vehicle prompts a fault alarm until the N1 condition disappears. If the duration of the N1 condition reaches Δt1, the next step of the high-voltage power-off process is jumped to. The second state identifier is continuously sent until the high voltage power-down mode is completed or ended; In the fully powered-off mode, in terms of data storage, the electric hydraulic power steering controller EHPS needs to store all log files and fault conditions of the working process; the EAC needs to store the log files of the working process, air pressure status, and temperature status; The third state identifier has two cases, Y2 and N2. In the case of Y2, the high-voltage power-off process is executed normally. In the case of N2, the whole vehicle waits in a loop until the N2 situation disappears. If the duration of the N2 situation reaches Δt2, it jumps to the next step of the high-voltage power-off process.

2. The high voltage power up and down control method of a pure electric truck according to claim 1 is characterized in that: The first state identifier, the second state identifier, and the third state identifier are all actively fed back by each B-level voltage component.

3. The high voltage power up and down control method of a pure electric truck according to claim 1, characterized in that: Each B-level voltage component interacts with VMS independently, and there is no parallel interaction relationship between B-level voltage components.

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