A vehicle high-voltage circuit fault protection control method and system

Abstract

The present invention relates to a vehicle high-voltage circuit fault protection control method and system, belonging to the field of new energy vehicle control technology. Without adding new hardware, the present invention can achieve protection against short circuit or abnormal discharge in the main circuit where it is located through the existing Hall sensors of the motor controller, improve system safety, and can expand the current protection range in the circuit by nearly 50%. At the same time, for the short-circuit situation of small loads, by comparing the actual discharge power of the small load with the required (target) discharge power, it can effectively protect the small load itself and the high-voltage wire harness in the circuit from safety risks such as ablation.

Description

Technical Field

[0001] The present invention relates to a vehicle high-voltage circuit fault protection control method and system, belonging to the field of new energy vehicle control technology. Background Art

[0002] The multi-in-one integrated controller is more and more widely used in the field of new energy buses. When adopting this integrated solution, most manufacturers put the main contactor of the high-voltage circuit into the integrated controller, and no main circuit contactor is added separately in the battery system (including the power battery pack and the high-voltage distribution box). The fuse (such as MSD) in the power battery system generally can only protect against complete short circuits and cannot protect against overload or partial short circuit conditions. Therefore, once there is an incomplete short circuit between the positive and negative or a small-load short circuit in the vehicle high-voltage circuit in this configuration, due to the limited short-circuit current amplitude, the fuse of the battery system cannot be blown in time and the loop cannot be actively cut off by controlling the internal contactor, which will lead to safety risks in the battery system.

[0003] The main contactor is controlled by the integrated motor controller and only actively disconnects the contactor in the event of faults such as overvoltage, or disconnects the contactor according to the instruction issued by the vehicle when the vehicle speed is low to complete power-off. The contactor will not actively disconnect in case of overcurrent or short-circuit faults in the loop. The high-voltage circuit only relies on the MSD (fuse) to achieve complete short-circuit protection, and there is no effective protection measure for incomplete short circuits or small-load short circuits. The auxiliary drive loads such as DC / DC, steering controller, and air compressor controller usually have a power between 3 and 6 kW, and the air conditioner power is usually about 10 kW, which accounts for a very small proportion compared with the total battery load of 200 to 300 kW. Therefore, for the partial short circuit or abnormal discharge protection of such small loads, it cannot rely on the detection of the bus current of the power battery, because the current is still within the normal discharge capacity range of the power battery during a small-load short circuit, but this abnormal current will have a significant impact on the small load itself or the high-voltage circuit wiring harness where it is located, and in severe cases, it will cause the wiring harness to overheat and burn out. Summary of the Invention

[0004] The purpose of the present invention is to provide a vehicle high-voltage circuit fault protection control method and system to solve the problem that there is no effective protection for incomplete short circuits or small-load short circuits in the current vehicle high-voltage circuit.

[0005] The present invention provides a vehicle high-voltage circuit fault protection control method to solve the above technical problems. The control method includes the following steps:

[0006] 1) Obtain the state of the vehicle high-voltage equipment and determine whether the high-voltage equipment is in a working state;

[0007] 2) When the high-voltage device is in the working state, detect the bus current of the high-voltage device, and determine the actual power of the high-voltage device by using the bus current and the battery system voltage. When the deviation between the actual power and the target power is greater than the power setting value, control the high-voltage device to stop working;

[0008] 3) When the high-voltage device is in the non-working state, detect the bus current of the high-voltage device. If the detected bus current is greater than the current setting value, it is considered that a short circuit has occurred in the high-voltage circuit where the high-voltage device is located, and control the main circuit contactor to disconnect to cut off the entire high-voltage circuit.

[0009] The present invention also provides a vehicle high-voltage circuit fault protection control system, which includes a processor and a memory. The processor executes a computer program stored in the memory to implement the vehicle high-voltage circuit fault protection control method of the present invention.

[0010] The present invention realizes the protection against short circuit or abnormal discharge in the main circuit where the high-voltage device is located through the existing current sensor, improving the system safety; at the same time, for the short circuit situation of small loads, by comparing the actual discharge power of the small load with the required (target) discharge power, it can effectively protect the small load itself and the high-voltage wiring harness in the circuit from safety risks such as ablation.

[0011] Further, to achieve effective protection for each high-voltage device circuit, the high-voltage device includes a main motor controller, an auxiliary drive controller, and / or an air-conditioning system.

[0012] Further, to achieve effective protection for the high-voltage circuit of the main motor controller, when the high-voltage device is the main motor controller, the working state of the main motor controller means that the motor system has torque output, and the non-working state of the main motor controller means that the motor system has no torque output. The working states of the auxiliary drive controller, air conditioner, defrosting, and heating mean that the corresponding devices are turned on, and the non-working state means that the corresponding devices are turned off.

[0013] Further, when the high-voltage device is the main motor controller, the power setting value in the working state is the power corresponding to 20% of the motor rated torque. If the deviation value between the detected actual power and the target power > the power setting value, the IGBT switch tube of the main motor controller or the 0-torque control mode cuts off the power output. If there is still a discharge current at the bus end of the main drive circuit after cutting off the power output and the current is greater than the set protection value, then further disconnect the main contactor to completely cut off the main drive circuit; for the non-working state of the main drive circuit, if it is detected that there is a discharge current at the bus end of the main drive circuit and the current is greater than the set protection value, then directly disconnect the main contactor to cut off the main drive circuit.

[0014] Further, to effectively protect the high-voltage circuit of the auxiliary drive controller, when the high-voltage device is the auxiliary drive controller, the target power in the working state is the maximum power of the auxiliary drive load, and the power setting value is 0. That is, when the actual power of the auxiliary drive controller is greater than the maximum power of the auxiliary drive load, the power output is cut off by turning off the IGBT or MOSFET switch tube of the auxiliary drive controller. If there is still a discharge current at the bus bar end of the auxiliary drive circuit after cutting off the power output and the current is greater than the set protection value, the auxiliary drive circuit contactor is disconnected to completely cut off the auxiliary drive circuit. For the non-working state of the auxiliary drive circuit, if a discharge current is detected at the bus bar end of the auxiliary drive circuit and the current is greater than the set protection value, the main contactor of the auxiliary drive circuit is directly disconnected to cut off the auxiliary drive circuit.

[0015] Further, to effectively protect the high-voltage circuit of the air-conditioning system, when the high-voltage device is the air-conditioning system, the target power in the working state is the maximum power of the air-conditioning load, and the power setting value is 0. That is, when the actual power of the air conditioner is greater than the maximum power of the air-conditioning load, the power output is cut off by controlling the IGBT or MOSFET switch tube of the high-voltage circuit of the air conditioner. If there is still a discharge current at the bus bar end of the air-conditioning circuit after cutting off the power output and the current is greater than the set value, the air-conditioning circuit contactor is cut off to completely disconnect the high voltage of the air-conditioning circuit. For the non-started state of the air-conditioning circuit, if a discharge current is detected at the bus bar end of the air-conditioning circuit and the current is greater than the set protection value, the air-conditioning contactor is directly disconnected to cut off the high voltage of the air-conditioning circuit.

[0016] Further, the high-voltage device further includes an electric defroster and / or an electric heater.

[0017] Further, to effectively protect the high-voltage circuit of the electric defroster, when the high-voltage device is the electric defroster, the target power in the working state is set to the maximum power of defrosting, and the power setting value is set to 0. When the actual power of defrosting is greater than the maximum power of defrosting, the electric defroster contactor is controlled to disconnect and cut off the power output. If there is still a discharge current at the bus bar end of the defroster circuit after the defroster contactor is disconnected and the current is greater than the first current threshold, it is considered that the disconnection of the defroster contactor is incomplete. If the discharge current is greater than the second current threshold, the main circuit contactor is disconnected to completely cut off the high voltage of the defroster circuit. For the non-started state of the electric defroster circuit, if a discharge current is detected at the bus bar end of the electric defroster circuit and the current is greater than the first current threshold, it is considered that the defroster contactor has adhered. If the discharge current is greater than the second current threshold, the main circuit contactor is disconnected to completely cut off the high voltage of the defroster circuit. The current setting value includes the first current threshold and the second current threshold, and the first current threshold is less than the second current threshold.

[0018] Further, to effectively protect the high-voltage circuit of the electric heater, when the high-voltage device is an electric heater, the target power in the working state is the maximum power of the electric heating, and the power setting value is 0. That is, when the actual power of the electric heater is greater than the maximum power of the electric heater, the electric heater contactor is controlled to disconnect to cut off the power output. If there is a discharge current at the busbar end of the electric heating circuit after the electric heating contactor is disconnected and the current is greater than the first current threshold, it is considered that the disconnection of the electric heating contactor is incomplete. If the discharge current is greater than the second current threshold, the main circuit contactor is disconnected to completely cut off the high-voltage power of the electric heating circuit. When the electric heating circuit is in a non-activated state, if a discharge current is detected at the busbar end of the electric heating circuit and the current is greater than the first current threshold, it is considered that the electric heating contactor has adhered. If the discharge current is greater than the second current threshold, the main circuit contactor is disconnected to completely cut off the high-voltage power of the electric heating circuit. The current setting values include the first current threshold and the second current threshold, and the first current threshold is less than the second current threshold. Description of the Drawings

[0019] Figure 1 is a schematic diagram of the high-voltage power system architecture of an existing new energy vehicle;

[0020] Figure 2 is the protection control flow chart of the high-voltage circuit of the main motor controller in the present invention;

[0021] Figure 3 is the protection control flow chart of the high-voltage circuit of the auxiliary drive controller in the present invention;

[0022] Figure 4 is the protection control flow chart of the high-voltage circuit where the air conditioner is located in the present invention;

[0023] Figure 5 is a schematic diagram of the extended architecture of the high-voltage power system of an existing new energy vehicle;

[0024] Figure 6 is the protection control flow chart of the high-voltage circuits of the electric defroster and the electric heater in the present invention;

[0025] Figure 7 is the structural block diagram of the vehicle high-voltage circuit fault protection control system of the present invention. Detailed Embodiments

[0026] The following further describes the detailed embodiments of the present invention with reference to the drawings.

[0027] Method Embodiment

[0028] The high-voltage power system architecture of an existing new energy vehicle is as Figure 1As shown in the figure, the power battery and the high-voltage distribution box form a general power battery system. There is a main circuit current Hall sensor (current detection point 1) and an MSD (including a fuse) in the high-voltage distribution box; the main drive motor controller, DC / DC, steering controller, air compressor controller, and the power distribution of electric defrosting, electric heating, and electric air conditioning form a five-in-one integrated controller. Usually, there is a bus current sensor (current detection point 2) at the bus terminal of the main drive motor controller, and there is a bus current sensor (current detection 5) at the bus terminal of the auxiliary drive control part composed of DC / DC + steering controller + air compressor controller, and there is also a current sensor at the bus terminal of the electric air conditioner (current detection point 6). Usually, the range of the Hall sensor at current detection point 1 is 600 - 800A; the range of the bus Hall sensor of the main drive motor controller (current detection point 2) is 900 - 1200A; using the bus current detection of the main drive motor controller can achieve a wider range of abnormal current protection functions.

[0029] For the high-voltage electrical system architecture of the above vehicle, the present invention proposes a vehicle high-voltage circuit fault protection control method. This method first judges the state of the high-voltage equipment, and then adopts corresponding control strategies according to the state. When the high-voltage equipment is in the working state, the corresponding bus current is detected by using the bus current sensor of the high-voltage equipment, and the actual power of the high-voltage equipment is determined by using the bus current and the battery system voltage. When the deviation between the actual power and the target power is greater than the power setting value, the high-voltage equipment is controlled to stop working; when the high-voltage equipment is in the non-working state, the corresponding bus current is detected by using the bus current sensor of the high-voltage equipment. If the detected bus current is greater than the current setting value, it is considered that a short circuit has occurred in the high-voltage circuit where the high-voltage equipment is located. At this time, the main circuit contactor is controlled to disconnect to cut off the entire high-voltage circuit, that is, turn off the tube and stop the machine. This control method can protect the faults of the main motor controller, the auxiliary drive control part, and the air-conditioning circuit. Here, the faults mainly refer to circuit short-circuit faults and abnormal discharge faults. The fault protection control process of each part will be described in detail below.

[0030] 1. Fault protection control process of the main motor controller.

[0031] The protection control process of the main motor controller is as Figure 2 shown. The specific process is as follows: First, judge whether the motor system has torque output, and execute corresponding protection strategies according to the torque output situation. When the motor system has torque output, the bus current sensor set at the bus of the drive motor controller (current detection point 2) is used to obtain the current Idc at this position; the obtained current Idc is multiplied by the battery voltage, and the result of the multiplication is used as the input power of the motor controller; then, combined with the current working state of the motor system, the corresponding efficiency and motor speed are obtained to calculate the corresponding actual output torque T e; Even if the actual torque Te and the target torque T of the vehicle controller * are compared, when the torque deviation is greater than a certain value or ratio (such as 20% of the rated torque), the motor controller shuts down and stops torque output. When the vehicle completes high-voltage power-on and the motor system has no torque output (shutdown or zero-torque working state), in the case of (shutdown or zero-torque working state), the bus terminal of the motor controller is monitored through current detection point 2. If the detected current is greater than a certain value (such as 30 A), it is determined that there is an abnormal discharge situation such as a short circuit in the bus terminal loop of the motor controller, and the high-voltage loop is cut off in time by controlling the main circuit contactor K1 to disconnect. It can be seen that through the above control, on the one hand, torque safety can be ensured to avoid unexpected vehicle acceleration, and on the other hand, it can also protect the power battery from overcurrent.

[0032] 2. Fault protection control process of the auxiliary drive controller.

[0033] The auxiliary drive controller includes a DC / DC, a steering controller, and an air compressor controller. The fault protection control flow of the auxiliary drive controller is Figure 3 shown and is divided into having power output and having no power output. The specific control process is as follows. Determine whether the auxiliary drive controller has power output. When the auxiliary drive controller has power output, obtain the bus current of the auxiliary drive controller through current detection point 5, and multiply the obtained bus current of the auxiliary drive controller by the battery voltage. The result is the power consumption (actual power) at the input end of the auxiliary drive controller; compare this power consumption with the set threshold. If this power consumption is greater than the set threshold (such as the maximum power of the auxiliary drive load), it is determined that the loop discharge is abnormal, and at this time, control the auxiliary drive to shut down in time and stop power output; when the auxiliary drive controller has no power output, obtain the bus current of the auxiliary drive controller through current detection point 5, and determine whether this current value is greater than a certain value (such as 5 A). If it is greater, it is determined that there is an abnormal discharge situation such as a short circuit in the bus terminal loop of the auxiliary drive controller. At this time, control the loop contactor K3 to disconnect to cut off the high-voltage loop in time.

[0034] 3. Fault protection control process of the air-conditioning loop.

[0035] The fault protection control flow of the air-conditioning loop is as Figure 4As shown in the figure, first, it is determined whether the air conditioner has power output. When the air conditioner has power output, the current at the air conditioner busbar end is obtained through the current detection point 6, and this current is multiplied by the battery voltage to obtain the power consumption (actual power) at the air conditioner input end. If this power consumption is greater than a certain value (such as the maximum power of the air conditioner load), it is determined that the loop discharge is abnormal, and the air conditioner is controlled to shut down in time to stop power output. When the air conditioner has no power output, the current at the air conditioner busbar end is obtained through the current detection point 6, and this current is compared with the current set value (for example, 5A). If it is greater, it is determined that there is an abnormal discharge situation such as a short circuit in the air conditioner busbar end loop, and the high-voltage loop is cut off in time by controlling the disconnection of the air conditioner contactor K7.

[0036] For new energy vehicles, in addition to the main motor controller, auxiliary controller, and air conditioner, the high-voltage electrical equipment on the vehicle also includes an electric defroster and an electric heater, etc. As Figure 5 shown, a current detection point 3 is added to the busbar end of the electric defroster, and a current detection point 4 is added to the busbar end of the electric heater. The current detection devices at the current detection point 3 and the current detection point 4 can be Hall current sensors or shunts, etc. As PTC-characteristic loads, the electric defroster and the electric heater can, through current correction, not only identify whether the loop is in a short circuit or abnormal discharge situation, but also be used as the basis for determining the adhesion of the K5 and K6 contactors. When not necessary, the main circuit contactor K1 is controlled to disconnect to cut off the high-voltage loop in time to ensure the safety of the high-voltage loop.

[0037] The fault protection control processes of the electric defroster and the electric heater are the same. As Figure 6 shown, taking the electric defroster as an example below, its fault protection control process will be described. When the electric defroster is in the on state, the current at the busbar end of the electric defroster is obtained through the current detection point 3, and this current is multiplied by the battery voltage to obtain the power consumption at the input end of the electric defroster. If this power consumption is greater than a certain value (such as the maximum power of the electric defroster), it is determined that the loop discharge of the electric defroster is abnormal, and the contactor K5 of the electric defroster loop is disconnected to cut off the high-voltage loop. When the electric defroster is in the off state, the current at the busbar end of the electric defroster is obtained through the current detection point 3, and the relationship between the detected current at the busbar end of the electric defroster and the first current threshold and the second current threshold is judged. If the current at the busbar end of the electric defroster is greater than the second current threshold, combined with the vehicle state, the main circuit K1 contactor is disconnected to cut off the high-voltage loop. If the current at the busbar end of the electric defroster is less than the second current threshold but greater than the first current threshold, it is considered that the contactor of the electric defroster loop is stuck, and a fault alarm is given at this time. Among them, the first current threshold is less than the second current threshold. The first current threshold can be set to 1 - 3A, and the second current threshold needs to be determined in combination with the current-carrying capacity of the wire harness or fuse of the electric defroster loop to ensure that the wire harness will not be ablated.

[0038] Through the above process, the vehicle high-voltage circuit fault protection control can be realized. Without adding new hardware, the existing Hall sensors of the motor controller can be used to achieve the protection against short circuit or abnormal discharge in the main circuit where it is located, improving the system safety. Compared with the Hall sensors of the BMS system, using the Hall sensors of the main drive motor controller can expand the current protection range in the circuit by nearly 50%. At the same time, for the short circuit of small loads, by comparing the actual discharge power of the small load with the required (target) discharge power, it can effectively protect the small load itself and the high-voltage wire harness in the circuit from safety risks such as ablation.

[0039] System embodiment

[0040] The vehicle high-voltage circuit fault protection control system of the present invention, as Figure 7 shown, includes a processor and a memory. The processor executes the computer program stored by the memory to implement the method of the above method embodiment of the present invention. That is to say, the method in the above method embodiment should be understood that the vehicle high-voltage circuit fault protection control method process can be implemented by computer program instructions. These computer program instructions can be provided to the processor, so that by the processor executing these instructions, the functions specified by the above method process can be generated.

[0041] The processor referred to in this embodiment refers to a processing device such as a microprocessor MCU or a field-programmable gate array FPGA; the memory referred to in this embodiment includes a physical device for storing information, usually storing the information after digitization and then using media such as electrical, magnetic or optical methods. For example: various memories that store information by electrical energy, such as RAM, ROM, etc.; various memories that store information by magnetic energy, such as hard disks, floppy disks, magnetic tapes, magnetic core memories, bubble memories, USB flash drives; various memories that store information by optical methods, such as CDs or DVDs. Of course, there are also other ways of memories, such as quantum memories, graphene memories, and so on.

[0042] The device composed of the above memory, processor and computer program is realized by the processor executing corresponding program instructions in the computer. The processor can be equipped with various operating systems, such as the windows operating system, the linux system, android, the iOS system, etc.

[0043] As another implementation, the device may further include a display for displaying the diagnosis result for the reference of the staff.

[0044] Specifically, in this embodiment, the processor may adopt the main control unit of an integrated multi-functional controller. The bus currents at corresponding positions are collected by current sensors at each current detection point and sent to the main control unit of the integrated controller. The integrated controller controls according to the currents received at each detection point in the manner of the method embodiment, so as to achieve the protection against high-voltage circuit faults.

Claims

1. A vehicle high-voltage circuit fault protection control method, characterized in that, the control method comprises the following steps: 1) Obtain the state of the vehicle high-voltage equipment and determine whether the high-voltage equipment is in a working state; 2) When the high-voltage equipment is in a working state, detect the bus current of the high-voltage equipment, and determine the actual power of the high-voltage equipment by using the bus current and the battery system voltage. When the deviation between the actual power and the target power is greater than the power setting value, control the high-voltage equipment to stop working; 3) When the high-voltage equipment is in a non-working state, detect the bus current of the high-voltage equipment. If the detected bus current is greater than the current setting value, it is considered that a short circuit occurs in the high-voltage circuit where the high-voltage equipment is located, and control the main circuit contactor to disconnect to cut off the entire high-voltage circuit; The high-voltage equipment includes an auxiliary drive controller. The target power in the working state of the auxiliary drive controller is the maximum power of the auxiliary drive load, and the power setting value is 0. That is, when the actual power of the auxiliary drive controller is greater than the maximum power of the auxiliary drive load, the power output is cut off through the IGBT or MOSFET switch tube of the auxiliary drive controller. If there is still a discharge current at the bus end of the auxiliary drive circuit and the current is greater than the set protection value after cutting off the power output, disconnect the auxiliary drive circuit contactor to completely cut off the auxiliary drive circuit; for the non-working state of the auxiliary drive circuit, if it is detected that there is a discharge current at the bus end of the auxiliary drive circuit and the current is greater than the set protection value, directly disconnect the main contactor of the auxiliary drive circuit to cut off the auxiliary drive circuit.

2. The vehicle high-voltage circuit fault protection control method according to claim 1, characterized in that, the high-voltage equipment further includes a main motor controller. The working state of the main motor controller means that the motor system has torque output, and the non-working state of the main motor controller means that the motor system has no torque output; the working states of the auxiliary drive controller, air conditioner, defrosting, and heating mean that the corresponding equipment is turned on, and the non-working state means that the corresponding equipment is turned off.

3. The vehicle high-voltage circuit fault protection control method according to claim 2, characterized in that, the power setting value in the working state of the main motor controller is the power corresponding to 20% of the rated torque of the motor. If it is detected that the deviation value between the actual power and the target power > the power setting value, the power output is cut off by the IGBT switch tube of the main motor controller or the 0 torque control mode. If there is still a discharge current at the bus end of the main drive circuit and the current is greater than the set protection value after cutting off the power output, further disconnect the main contactor to completely cut off the main drive circuit; for the non-working state of the main drive circuit, if it is detected that there is a discharge current at the bus end of the main drive circuit and the current is greater than the set protection value, directly disconnect the main contactor to cut off the main drive circuit.

4. The vehicle high-voltage circuit fault protection control method according to claim 1, characterized in that, The high-voltage device further includes an air-conditioning system. When the air-conditioning system is in operation, the target power is the maximum power of the air-conditioning load, and the power setting value is 0. That is, when the actual power of the air conditioner is greater than the maximum power of the air-conditioning load, the power output is cut off by controlling the IGBT or MOSFET switch tube in the high-voltage circuit of the air conditioner. If there is still a discharge current at the busbar end of the air-conditioning circuit and the current is greater than the set value after the power output is cut off, the air-conditioning circuit contactor is cut off to completely disconnect the high voltage of the air-conditioning circuit; for the non-activated state of the air-conditioning circuit, if it is detected that there is a discharge current at the busbar end of the air-conditioning circuit and the current is greater than the set protection value, the air-conditioning contactor is directly disconnected to cut off the high-voltage electricity of the air-conditioning circuit.

5. The vehicle high-voltage circuit fault protection control method according to claim 1, characterized in that the high-voltage device further includes an electric defroster. When the electric defroster is in operation, the target power is set to the maximum power of the electric defrosting, and the power setting value is set to 0. When the actual power of the electric defroster is greater than the maximum power of the electric defrosting, the electric defroster contactor is controlled to disconnect and cut off the power output. If there is still a discharge current at the busbar end of the defroster circuit and the current is greater than the first current threshold after the defroster contactor is disconnected, it is considered that the disconnection of the defroster contactor is incomplete; if the discharge current is greater than the second current threshold, the main circuit contactor is disconnected to completely cut off the high voltage of the defroster circuit; for the non-activated state of the electric defroster circuit, if it is detected that there is a discharge current at the busbar end of the electric defroster circuit and the current is greater than the first current threshold, it is considered that the defroster contactor has adhered; if the discharge current is greater than the second current threshold, the main circuit contactor is disconnected to completely cut off the high voltage of the defroster circuit; the current setting value includes a first current threshold and a second current threshold, and the first current threshold is less than the second current threshold.

6. The vehicle high-voltage circuit fault protection control method according to claim 1, characterized in that the high-voltage device further includes an electric heater. When the electric heater is in operation, the target power is the maximum power of the electric heating, and the power setting value is 0. That is, when the actual power of the electric heater is greater than the maximum power of the electric heater, the electric heater contactor is controlled to disconnect and cut off the power output; if there is still a discharge current at the busbar end of the motor thermal circuit and the current is greater than the first current threshold after the electric heating contactor is disconnected, it is considered that the disconnection of the electric heating contactor is incomplete; if the discharge current is greater than the second current threshold, the main circuit contactor is disconnected to completely cut off the high voltage of the electric heating circuit; when the electric heating circuit is in a non-activated state, if it is detected that there is a discharge current at the busbar end of the electric heating circuit and the current is greater than the first current threshold, it is considered that the electric heating contactor has adhered; if the discharge current is greater than the second current threshold, the main circuit contactor is disconnected to completely cut off the high voltage of the electric heating circuit; the current setting value includes a first current threshold and a second current threshold, and the first current threshold is less than the second current threshold.

7. A vehicle high-voltage circuit fault protection control system, characterized in that The control system includes a processor and a memory, and the processor executes a computer program stored in the memory to implement the vehicle high-voltage circuit fault protection control method according to any one of the above-mentioned claims 1-6.

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