High voltage power up system, method, medium, device, and vehicle

Abstract

The present disclosure relates to a high-voltage power-up system, method, medium, device and vehicle, wherein the high-voltage power-up system comprises a supervisor, a battery management controller and a traction inverter, a first emergency communication network is arranged between the supervisor and the battery management controller, and the first emergency communication network communicates by using a hard-wired signal; the supervisor is configured to perform hard-wired communication with the battery management controller through the first emergency communication network when it is determined that a train communication network is abnormal; the battery management controller is configured to power up the traction inverter when it receives the hard-wired signal of the supervisor through the first emergency communication network; and the traction inverter is configured to output energy when it is determined that the battery management controller is powered up successfully, so that the system can perform power-up, high-voltage maintenance and other operations in the case of abnormal train communication network, can cope with emergency situations of communication abnormality, and enhances the robustness of the high-voltage power-up system.

Description

Technical Field

[0001] This disclosure relates to the field of vehicle power supply technology, specifically to a high-voltage power supply system, method, medium, equipment, and vehicle. Background Technology

[0002] In existing related technologies, the battery management controller and the control module, such as the vehicle controller, communicate through a communication network, such as a train communication network. The control module sends signals to the battery management controller through the train communication network to control it to perform actions such as powering on high-voltage devices, such as inverters, and maintaining high voltage. Summary of the Invention

[0003] The purpose of this disclosure is to provide a high-voltage power-on system that can perform operations such as power-on and maintaining high voltage in the event of a train communication network malfunction, and can cope with emergency situations of communication abnormalities, exhibiting strong robustness.

[0004] To achieve the above objectives, the first aspect of this disclosure provides a high-voltage power-on system, characterized in that the high-voltage power-on system includes: a driver controller, a battery management controller, and a traction inverter; a first emergency communication network is provided between the driver controller and the battery management controller, the first emergency communication network using hard-wired signals for communication; the driver controller is configured to perform hard-wired communication with the battery management controller through the first emergency communication network when an anomaly is detected in the train communication network; the battery management controller is configured to power on the traction inverter when it receives a hard-wired signal from the driver controller through the first emergency communication network; and the traction inverter is configured to output energy when the battery management controller is successfully powered on.

[0005] Optionally, an intranet network is provided between the battery management controller and the traction inverter; the battery management controller is also configured to communicate with the traction inverter through the intranet network during the power-on process of the traction inverter.

[0006] Optionally, a second emergency communication network is provided between the driver controller and the traction inverter, and the second emergency communication network uses hard-wired signals for communication; the driver controller is also configured to perform hard-wired communication with the traction inverter through the second emergency communication network when it is determined that the train communication network is abnormal.

[0007] The second aspect of this disclosure provides a high-voltage power-on method, which is applied to any of the high-voltage power-on systems described in the first aspect. The method includes: when a train communication network malfunctions, the driver controller sends a high-voltage power-on hard-wire signal to the battery management controller via a first emergency communication network; the battery management controller receives the high-voltage power-on hard-wire signal and powers on the traction inverter; and the traction inverter outputs energy when it determines that the battery management controller has successfully powered on.

[0008] Optionally, the battery management controller receives the high-voltage power-on hard-wired signal and powers on the traction inverter, including: the battery management controller receives the high-voltage power-on hard-wired signal, tests the intranet network, and, if the intranet network communication is normal, engages the pre-charge contactor to increase the voltage on the high-voltage side of the traction inverter; the traction inverter provides real-time feedback of its voltage to the battery management controller through the intranet network; and, if the traction inverter voltage meets a first preset condition, the battery management controller controls the main contactor to engage and disconnect the pre-charge contactor.

[0009] Optionally, after disconnecting the precharge contactor, the method further includes: the traction inverter feeding back the traction inverter voltage to the battery management controller in real time through the intranet network; when the traction inverter voltage meets the second preset condition, the battery management controller sends a power-on signal to the traction inverter through the intranet network, the power-on signal being used to indicate that the high voltage has been successfully powered on.

[0010] Optionally, the second preset condition includes the absolute value of the difference between the traction inverter voltage and the battery voltage being less than a preset threshold.

[0011] Optionally, before the driver controller sends a high-voltage power-on hardwire signal to the battery management controller via the emergency communication network, the method further includes: if it is determined that the train communication network is abnormal, the driver controller sends an emergency traction hardwire signal to the battery management controller and the traction inverter via the first emergency communication network and the second emergency communication network, respectively; upon receiving the emergency traction hardwire signal, the battery management controller disconnects its communication with the train communication network; upon receiving the emergency traction hardwire signal and the power-on signal, the traction inverter only responds to the drive hardwire signal sent by the driver controller via the second emergency communication network.

[0012] A third aspect of this disclosure provides a non-transitory computer-readable storage medium having a computer program stored thereon that, when executed by a processor, implements any of the methods described in the second aspect above.

[0013] A fourth aspect of this disclosure provides an electronic device, comprising: a memory having a computer program stored thereon; and a processor for executing the computer program in the memory to implement any of the methods described in the second aspect above.

[0014] This disclosure provides a vehicle in a fifth aspect, comprising: a high-voltage power supply system as described in any of the first aspects above.

[0015] Through the above technical solution, when the train communication network is found to be abnormal, the driver controller can communicate with the battery management controller via the first emergency communication network through a hard-wired connection, and control the battery management controller to perform operations such as powering on and maintaining high voltage. This can cope with emergency situations of communication abnormalities and enhance the robustness of the high-voltage power supply system.

[0016] Other features and advantages of this disclosure will be described in detail in the following detailed description section. Attached Figure Description

[0017] The accompanying drawings are provided to further illustrate the present disclosure and form part of the specification. They are used together with the following detailed description to explain the present disclosure, but do not constitute a limitation thereof. In the drawings:

[0018] Figure 1 This is a schematic diagram of the structure of a high-voltage power supply system in the prior art as disclosed in this disclosure.

[0019] Figure 2 This is a schematic diagram of the structure of a high-voltage power supply system shown in an exemplary embodiment of this disclosure.

[0020] Figure 3 This is a flowchart illustrating a high-voltage power-on method according to an exemplary embodiment of the present disclosure.

[0021] Figure 4 This is a schematic diagram of the structure of an electronic device illustrated in an exemplary embodiment of this disclosure. Detailed Implementation

[0022] The specific embodiments of this disclosure will be described in detail below with reference to the accompanying drawings. It should be understood that the specific embodiments described herein are for illustration and explanation only and are not intended to limit this disclosure.

[0023] It should be noted that all actions involving the acquisition of signals, information, or data in this disclosure are carried out in compliance with the relevant data protection laws and policies of the country where the location is situated, and with authorization from the owner of the relevant device.

[0024] As shown in Figure 1, in the existing high-voltage power-on system, the control module 120, such as the vehicle controller, receives signals from other devices 110, such as the driver controller, and generates control commands based on the signals, or the vehicle controller itself generates control commands and transmits the generated control commands to the battery management controller 130 through the communication network 150. The battery management controller 130 powers on the traction inverter 140. However, when the vehicle communication is abnormal, such as when the communication network 150 is disconnected, the connection between the battery management controller and the control module is disconnected, and the battery management controller cannot be powered on at high voltage or maintain a high-voltage state.

[0025] Based on the above problems, this disclosure proposes a high-voltage power-on system, in which a first emergency communication network is set between the driver controller and the battery management controller. When the driver controller determines that the train communication network is abnormal, it communicates with the battery management controller via the first emergency communication network through a hard-wired connection to control the battery management controller to perform operations such as power-on and maintaining high voltage. This system can cope with emergency situations of communication abnormalities and enhances the robustness of the high-voltage power-on system.

[0026] Figure 2 This is a schematic diagram of a high-voltage power supply system according to an exemplary embodiment, such as... Figure 2 As shown, the high-voltage power supply system includes:

[0027] The system includes a driver controller 210, a battery management controller 220, and a traction inverter 240. A first emergency communication network 230 is provided between the driver controller 210 and the battery management controller 220. The first emergency communication network uses hard-wired signals for communication.

[0028] The driver control unit 210 refers to a device with control functions that can control the vehicle's running direction, power, traction force, and speed, such as the master control electrical appliance for reversing and speed regulation of railway locomotives.

[0029] The battery management controller 220 refers to a device that controls the discharge of the power supply. In some embodiments, the battery management controller 220 can also collect various information about the power supply, such as voltage, current, temperature and SOC, through sensors and perform calculations based on the parameters.

[0030] Traction inverter 240 refers to a combination of one or more inverters used to convert power supply into the power required by the traction motor, for example, converting the direct current from the battery into three-phase alternating current with adjustable frequency and voltage. Traction inverters are widely used in railway locomotives and battery electric vehicles (BEVS). In some other embodiments of this application, the traction inverter can be used to supply power to multiple bogies.

[0031] A first emergency communication network 230 is set between the driver controller 210 and the battery management controller 220. This communication network transmits hard-wired signals, which are high and low level signals, and are usually directly input to the pins of the chip.

[0032] The driver controller 210 is configured to communicate hardwired with the battery management controller via the first emergency communication network when the train communication network is determined to be abnormal; the battery management controller 220 is configured to power on the traction inverter when it receives a hardwired signal from the driver controller via the first emergency communication network; the traction inverter 240 is configured to output energy when it is determined that the battery management controller has been successfully powered on.

[0033] When the train communication network is functioning normally, the driver controller 210, battery management controller 220, and traction inverter 240 all transmit and receive signals normally through a normal communication network, such as the train communication network. A normal train communication network condition can be defined as the ability of relevant modules to respond when powered on at high voltage; this condition is configured according to specific conditions, and this disclosure does not impose any limitations on it.

[0034] In the event of a train communication network malfunction, such as any module in the high-voltage power-on module losing its response or being unable to receive messages from any module in the high-voltage power-on module, the battery management controller 220 may be unable to power on or maintain high voltage, and operation is required according to the instructions of the driver controller 210.

[0035] In the event of a train communication network malfunction, the driver controller receives input power-on operations such as operator rotation operations and power-on trigger commands, generates a hard-wire signal indicating high-voltage power-on based on the power-on operation, and sends the high-voltage power-on hard-wire signal to the battery management controller through the first emergency communication network.

[0036] The battery management controller receives the high-voltage power-on hard-wire signal transmitted from the first emergency communication network and controls the power supply to supply power to the traction inverter.

[0037] If the battery management controller is successfully powered on, and the voltage reaches a specified threshold, the traction inverter uses the energy provided by the power supply to output energy to the electrical equipment.

[0038] Optionally, an intranet network is provided between the battery management controller and the traction inverter; the battery management controller is also configured to communicate with the traction inverter through the intranet network during the power-on process of the traction inverter.

[0039] After receiving the high-voltage power-on hard-wired signal, the battery management controller tests the internal network, which is located between the battery management controller and the traction inverter. The internal network can use digital communication.

[0040] Once the battery management controller confirms that the intranet network communication is normal, it engages the pre-charge contactor, controls the power supply to supply power to the traction inverter, and the voltage on the high-voltage side of the traction inverter increases.

[0041] The traction inverter feeds back its own information, such as its voltage, to the battery management controller in real time through the intranet network.

[0042] When the battery management controller determines that the traction inverter voltage meets a first preset condition, it controls the main contactor to engage and then disconnects the pre-charge contactor after 1 second. The first preset condition may be the absolute value of the difference between the traction inverter voltage and the battery voltage collected by the battery management controller ≤ aV (aV refers to 90%-95% of the battery voltage; in some embodiments, it can be set according to vehicle requirements and is not limited to this range). The first preset condition may also be other conditions, which are not limited in this disclosure.

[0043] Optionally, after disconnecting the pre-charge contactor, based on the real-time feedback information from the traction inverter, it is determined whether the received traction inverter voltage meets the second preset condition. An example of the second preset condition is: the absolute value of the difference between the traction inverter voltage and the battery voltage it collects is ≤ bV (bV can be specifically set according to the vehicle sensor's acquisition error). If the second preset condition is confirmed to be met, the high-voltage power-on is successful, and the battery management controller sends a high-voltage power-on signal to the traction inverter and maintains the high-voltage state. The power-on signal indicates successful high-voltage power-on. The second preset condition can also be other conditions, and this disclosure does not limit this.

[0044] After receiving the power-on signal through the internal network, the traction inverter confirms that the high voltage has been successfully powered on and begins to use electricity.

[0045] Optionally, a second emergency communication network is provided between the driver controller and the traction inverter, and the second emergency communication network uses hard-wired signals for communication; the driver controller is also configured to perform hard-wired communication with the traction inverter through the second emergency communication network when it is determined that the train communication network is abnormal.

[0046] When a train communication network malfunction is detected, the driver controller receives an input emergency traction operation, such as a rotation operation by the operator. Based on the emergency traction operation, the driver controller generates an emergency traction hardline signal and sends the emergency traction hardline signal to the battery management controller and the traction inverter through the first emergency communication network and the second emergency communication network, respectively, so that the battery management controller and the traction inverter enter the emergency traction mode.

[0047] The battery management controller receives the hard-wired signal of emergency traction from the first emergency communication network. After recognizing the emergency traction signal, it enters the emergency traction mode. In this mode, the battery management controller disconnects from the train communication network and communicates only with the driver controller and the traction inverter.

[0048] After receiving the emergency traction hardwire signal, the traction inverter waits for the power-on signal. Upon receiving the power-on signal, it only responds to the drive hardwire signal sent by the driver controller through the second emergency communication network. The drive hardwire signal refers to the relevant hardwire vehicle control signal sent by the driver controller, used to instruct the traction inverter to drive the vehicle.

[0049] Through the above technical solution, when the train communication network is found to be abnormal, the driver controller can communicate with the battery management controller via the first emergency communication network through a hard-wired connection, and control the battery management controller to perform operations such as powering on and maintaining high voltage. This can cope with emergency situations of communication abnormalities and enhance the robustness of the high-voltage power supply system.

[0050] Figure 3 This is a flowchart illustrating a high-voltage power-on method according to an exemplary embodiment, the method being applied to any of the high-voltage power-on systems described above, such as... Figure 3 As shown, the method includes:

[0051] In step S310, if it is determined that the train communication network is abnormal, the driver controller sends a high-voltage power-on hard-wire signal to the battery management controller through the first emergency communication network.

[0052] In step S320, the battery management controller receives the high-voltage power-on hard-wire signal and powers on the traction inverter;

[0053] In step S330, the traction inverter outputs energy after confirming that the battery management controller has been successfully powered on.

[0054] Optionally, the battery management controller receives the hard-wired signal indicating high-voltage power-on and powers on the traction inverter, including:

[0055] The battery management controller receives the hard-wired signal of the high-voltage power-on, tests the intranet network, and, under the condition that the intranet network communication is normal, engages the pre-charge contactor to increase the voltage on the high-voltage side of the traction inverter front end.

[0056] The traction inverter feeds back the traction inverter voltage to the battery management controller in real time through the intranet network;

[0057] When the voltage of the traction inverter meets the first preset condition, the battery management controller controls the main contactor to engage and disconnects the precharge contactor.

[0058] Optionally, after disconnecting the precharge contactor, the method further includes:

[0059] The traction inverter feeds back the traction inverter voltage to the battery management controller in real time through the intranet network;

[0060] When the voltage of the traction inverter meets the second preset condition, the battery management controller sends a power-on signal to the traction inverter through the intranet network. The power-on signal is used to indicate that the high voltage has been successfully powered on.

[0061] Optionally, the second preset condition includes the absolute value of the difference between the traction inverter voltage and the battery voltage being less than a preset threshold.

[0062] Optionally, before the driver controller sends a hard-wired signal for high-voltage power-on to the battery management controller via the emergency communication network, the method further includes:

[0063] If the train communication network is found to be abnormal, the driver controller sends an emergency traction hard-wire signal to the battery management controller and the traction inverter through the first emergency communication network and the second emergency communication network, respectively.

[0064] Upon receiving the hard-wire signal for emergency traction, the battery management controller disconnects from the train communication network.

[0065] Upon receiving the emergency traction hardwire signal and the power-on signal, the traction inverter only responds to the drive hardwire signal sent by the driver controller through the second emergency communication network.

[0066] An exemplary embodiment of this disclosure illustrates a vehicle that includes any of the high-voltage power supply systems described above.

[0067] Figure 4 This is a block diagram illustrating an electronic device 400 according to an exemplary embodiment. Figure 4As shown, the electronic device 400 may include a processor 401 and a memory 402. The electronic device 400 may also include one or more of a multimedia component 403, an input / output (I / O) interface 404, and a communication component 405.

[0068] The processor 401 controls the overall operation of the electronic device 400 to complete all or part of the steps in the aforementioned high-voltage power-on method. The memory 402 stores various types of data to support the operation of the electronic device 400. This data may include, for example, instructions for any application or method operating on the electronic device 400, and application-related data such as contact data, sent and received messages, pictures, audio, video, etc. The memory 402 can be implemented by any type of volatile or non-volatile storage device or a combination thereof, such as Static Random Access Memory (SRAM), Electrically Erasable Programmable Read-Only Memory (EEPROM), Erasable Programmable Read-Only Memory (EPROM), Programmable Read-Only Memory (PROM), Read-Only Memory (ROM), magnetic storage, flash memory, magnetic disk, or optical disk. Multimedia component 403 may include a screen and an audio component. The screen may be, for example, a touchscreen, and the audio component is used to output and / or input audio signals. For example, the audio component may include a microphone for receiving external audio signals. The received audio signals may be further stored in memory 402 or transmitted via communication component 405. The audio component also includes at least one speaker for outputting audio signals. I / O interface 404 provides an interface between processor 401 and other interface modules, such as a keyboard, mouse, buttons, etc. These buttons may be virtual or physical buttons. Communication component 405 is used for wired or wireless communication between the electronic device 400 and other devices. Wireless communication, such as Wi-Fi, Bluetooth, Near Field Communication (NFC), 2G, 3G, 4G, NB-IoT, eMTC, or other 5G technologies, or combinations thereof, is not limited here. Therefore, the corresponding communication component 405 may include: a Wi-Fi module, a Bluetooth module, an NFC module, etc.

[0069] In an exemplary embodiment, the electronic device 400 may be implemented by one or more application-specific integrated circuits (ASICs), digital signal processors (DSPs), digital signal processing devices (DSPDs), programmable logic devices (PLDs), field-programmable gate arrays (FPGAs), controllers, microcontrollers, microprocessors, or other electronic components to perform the above-described high-voltage power-on method.

[0070] In another exemplary embodiment, a computer-readable storage medium including program instructions is also provided, which, when executed by a processor, implement the steps of the high-voltage power-on method described above. For example, the computer-readable storage medium may be the memory 402 including program instructions described above, which may be executed by the processor 401 of the electronic device 400 to complete the high-voltage power-on method described above.

[0071] In another exemplary embodiment, a computer program product is also provided, the computer program product comprising a computer program executable by a programmable device, the computer program having a code portion for performing the above-described high-voltage power-on method when executed by the programmable device.

[0072] The preferred embodiments of this disclosure have been described in detail above with reference to the accompanying drawings. However, this disclosure is not limited to the specific details of the above embodiments. Within the scope of the technical concept of this disclosure, various simple modifications can be made to the technical solutions of this disclosure, and these simple modifications all fall within the protection scope of this disclosure.

[0073] It should also be noted that the various specific technical features described in the above specific embodiments can be combined in any suitable manner without contradiction. In order to avoid unnecessary repetition, this disclosure will not describe the various possible combinations separately.

[0074] Furthermore, various different embodiments of this disclosure can be combined in any way, as long as they do not violate the spirit of this disclosure, they should also be regarded as the content disclosed in this disclosure.

Claims

1. A high-voltage power supply system, characterized in that, The high-voltage power supply system includes: a driver controller, a battery management controller, and a traction inverter. A first emergency communication network is provided between the driver controller and the battery management controller. The first emergency communication network uses hard-wired signals for communication. A second emergency communication network is provided between the driver controller and the traction inverter. The second emergency communication network also uses hard-wired signals for communication. The driver controller is configured to, in the event of a detected abnormality in the train communication network, communicate hard-wired with the battery management controller via the first emergency communication network and with the traction inverter via the second emergency communication network. The battery management controller is configured to disconnect from the train communication network when it receives a hard-wired signal for emergency traction through the first emergency communication network, and to power on the traction inverter when it receives a hard-wired signal for high-voltage power-on through the first emergency communication network. The traction inverter is configured to enter emergency traction mode after receiving an emergency traction hardwire signal through the second emergency communication network. If the battery management controller is successfully powered on, it outputs energy and only responds to the drive hardwire signal sent by the driver controller through the second emergency communication network.

2. The system according to claim 1, characterized in that, An intranet network is provided between the battery management controller and the traction inverter; The battery management controller is also configured to communicate with the traction inverter via the intranet network during the power-on process of the traction inverter.

3. A high-voltage power-on method, characterized in that, The method is applied to the high-voltage power supply system according to claim 1 or 2, and the method includes: If the train communication network is found to be abnormal, the driver controller sends an emergency traction and high voltage power-on hard-wire signal to the battery management controller through the first emergency communication network, and sends an emergency traction hard-wire signal to the traction inverter through the second emergency communication network. When the battery management controller receives the hard-wired signal for emergency traction, it disconnects from the train communication network; when it receives the hard-wired signal for high-voltage power-on, it powers on the traction inverter. After receiving the emergency traction hardwire signal through the second emergency communication network, the traction inverter enters the emergency traction mode. If the battery management controller is successfully powered on, it outputs energy and only responds to the drive hardwire signal sent by the driver controller through the second emergency communication network.

4. The method according to claim 3, characterized in that, Upon receiving the hard-wired signal indicating high-voltage power-on, powering on the traction inverter includes: The battery management controller receives the hard-wired signal of the high-voltage power-on, tests the intranet network, and, under the condition that the intranet network communication is normal, engages the pre-charge contactor to increase the voltage on the high-voltage side of the traction inverter front end. The traction inverter feeds back the traction inverter voltage to the battery management controller in real time through the intranet network; When the voltage of the traction inverter meets the first preset condition, the battery management controller controls the main contactor to engage and disconnects the precharge contactor.

5. The method according to claim 4, characterized in that, After disconnecting the precharge contactor, the method further includes: The traction inverter feeds back the traction inverter voltage to the battery management controller in real time through the intranet network; When the voltage of the traction inverter meets the second preset condition, the battery management controller sends a power-on signal to the traction inverter through the intranet network. The power-on signal is used to indicate that the high voltage has been successfully powered on.

6. The method according to claim 5, characterized in that, The second preset condition includes that the absolute value of the difference between the traction inverter voltage and the battery voltage is less than a preset threshold.

7. A non-transitory computer-readable storage medium having a computer program stored thereon, characterized in that, When the program is executed by the processor, it implements the method described in any one of claims 3-6.

8. An electronic device, characterized in that, include: A memory on which computer programs are stored; A processor for executing the computer program in the memory to implement the method of any one of claims 3-6.

9. A vehicle, characterized in that, include: The high-voltage power supply system as described in claim 1 or 2.

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