Vehicle power distribution system, method and vehicle

Abstract

The present invention provides a vehicle power distribution system, method and vehicle, wherein the vehicle controller is used to detect the current gear state, handbrake state and vehicle speed of the vehicle if a closing instruction of a top-mounted start-stop switch is received and the closing instruction is valid; if the current gear state is neutral, the handbrake state is a braking state, and the vehicle speed is zero, a power-on enable signal is sent to the top-mounted controller; the top-mounted controller is used to control the high-voltage relay to close according to the power-on enable signal, so as to power on the top-mounted high-voltage drive system. In this system, after determining that the closing instruction of the top-mounted start-stop switch received is valid, the vehicle controller will detect the current gear state, handbrake state and vehicle speed of the vehicle, and will only power on the top-mounted high-voltage drive system when the current gear state is neutral, the handbrake state is a braking state, and the vehicle speed is zero, that is, the top-mounted high-voltage drive system will not be powered on during vehicle driving, thereby reducing energy consumption and improving vehicle driving safety.

Description

Technical Field

[0001] The present invention relates to the field of vehicle technology, and in particular to a vehicle power distribution system, method and vehicle. Background Art

[0002] The traditional high-voltage system of sanitation vehicles usually consists of a chassis high-voltage drive system and a superstructure high-voltage drive system. At present, the high-voltage power supply scheme of the traditional high-voltage power distribution is controlled by the vehicle ignition lock key switch. When the vehicle ignition lock key switch is effective, the chassis high-voltage drive system and the superstructure high-voltage drive system are all powered on. This power-on scheme has the following problems: during the driving of the vehicle, because the superstructure high-voltage drive system is powered on at the same time, that is, the superstructure high-voltage drive system is always in standby mode, with high energy consumption, and if the driver accidentally touches the superstructure working switch during driving, it will cause the superstructure system to work, increasing the danger of vehicle driving. Summary of the invention

[0003] The object of the present invention is to provide a vehicle power distribution system, method and vehicle to reduce energy consumption and improve vehicle driving safety.

[0004] The present invention provides a vehicle power distribution system, which includes: a whole vehicle controller, a body controller and a high-voltage relay that are communicatively connected to each other; the whole vehicle controller is used to detect the current gear state, handbrake state and vehicle speed of the vehicle if a closing instruction of a body start-stop switch is received and the closing instruction is valid; if the current gear state is neutral, the handbrake state is a braking state, and the vehicle speed is zero, a power-on enable signal is sent to the body controller; the body controller is used to control the high-voltage relay to close according to the power-on enable signal, so as to power on the body high-voltage drive system.

[0005] Furthermore, the upper body controller is also used to return a first signal to the vehicle controller; wherein the first signal is used to indicate that the upper body high-voltage drive system is powered on successfully; after receiving the first signal, the vehicle controller refuses to respond to the accelerator pedal opening signal to prevent the vehicle from driving when the upper body high-voltage drive system is in the powered-on state.

[0006] Furthermore, the vehicle controller is used to send a power-off enable signal to the upper-mounted controller if it receives a disconnection command from the upper-mounted start-stop switch and the disconnection command is valid; the upper-mounted controller is used to control the high-voltage relay to disconnect according to the power-off enable signal, so as to power off the upper-mounted high-voltage drive system, and return a second signal to the vehicle controller; wherein the second signal is used to indicate that the upper-mounted high-voltage drive system is powered off successfully; the vehicle controller is used to respond to the accelerator pedal opening signal after receiving the second signal, so as to control the vehicle driving according to the accelerator pedal opening signal.

[0007] Furthermore, the closing instruction and the opening instruction are issued by the user by operating the control corresponding to the upper-mounted start-stop switch; the control corresponding to the upper-mounted start-stop switch is set on the central control screen of the vehicle.

[0008] Furthermore, the vehicle controller is used to send a prompt message to the user if it detects that the current gear state is not neutral, and / or the handbrake state is not a braking state, and / or the vehicle speed is not zero; wherein the prompt message is used to indicate: the upper-mounted high-voltage drive system fails to power on, the current gear state is adjusted to neutral and / or the handbrake state is adjusted to a braking state.

[0009] Furthermore, the system also includes: a battery having a first end and a second end, the first end of the battery being grounded; a handbrake switch having a first end and a second end, the first end of the handbrake switch being connected to the second end of the battery; a low-voltage power switch having a first end and a second end, the first end of the low-voltage power switch being connected to the second end of the battery; the low-voltage power switch being arranged in a cab of the vehicle; a fuse box having a first end and a second end, the first end of the fuse box being connected to an electrical device to be used on the vehicle; a low-voltage solenoid valve switch having a first end, a second end, a third end, a fourth end and a fifth end, the second end of the low-voltage solenoid valve switch being connected to the second end of the low-voltage power switch; the third end of the low-voltage solenoid valve switch being grounded; the fourth end of the low-voltage solenoid valve switch being connected to the second end of the fuse box, and the fifth end of the low-voltage solenoid valve switch being connected to the second end of the handbrake switch; and being used to control the passage between the battery and the electrical device to be turned on or off according to the switching state of the low-voltage power switch when the handbrake switch is in a closed state.

[0010] Furthermore, when the hand brake switch is in a closed state and the low-voltage power switch is in a closed state, the low-voltage solenoid valve switch is closed to close the fuse box and power the standby electrical equipment through the battery.

[0011] Furthermore, when the hand brake switch is in a closed state and the low-voltage power switch is in an open state, the low-voltage solenoid valve switch is disconnected to disconnect the fuse box and stop powering the standby electrical equipment through the battery.

[0012] Furthermore, the system also includes: a double flash relay; the double flash relay is connected to the second end of the battery.

[0013] Furthermore, the system also includes: a door-opening button and a door-opening solenoid valve that are connected to each other for communication; a door-closing button and a door-closing solenoid valve that are connected to each other for communication; one end of the door-opening button is connected to the second end of the battery; the other end of the door-opening button is connected to the door-opening solenoid valve; when the door-opening button is closed, the door-opening solenoid valve is closed to control the opening of the vehicle door; one end of the door-closing button is connected to the second end of the battery; the other end of the door-closing button is connected to the door-closing solenoid valve; when the door-closing button is closed, the door-closing solenoid valve is closed to control the closing of the vehicle door.

[0014] Furthermore, the system also includes: a charging socket; a universal relay having a first end, a second end, a third end, and a fourth end, the first end of the universal relay being grounded, the second end of the universal relay being connected to the charging socket, the third end of the universal relay being connected to the second end of the battery, and the fourth end of the universal relay being connected to the first end of the low-voltage solenoid valve switch; and being used for performing charging wake-up when receiving a charging signal from the charging socket, controlling the low-voltage solenoid valve switch to close, so that the fuse box is closed, and powering on the electrical equipment to be used.

[0015] The present invention provides a vehicle power distribution method, which includes: if the vehicle controller receives a closing instruction of a top-mounted start-stop switch, and the closing instruction is valid, detecting the current gear state, handbrake state and vehicle speed of the vehicle; if the current gear state is neutral, the handbrake state is a braking state, and the vehicle speed is zero, sending a power-on enable signal to the top-mounted controller; the top-mounted controller controls the high-voltage relay to close according to the power-on enable signal, so as to power on the top-mounted high-voltage drive system.

[0016] The present invention provides a vehicle, comprising any one of the above-mentioned vehicle power distribution systems.

[0017] The vehicle power distribution system, method and vehicle provided by the present invention include: a whole vehicle controller, a top-mounted controller and a high-voltage relay that are connected to each other in communication; the whole vehicle controller is used to detect the current gear state, handbrake state and vehicle speed of the vehicle if a closing instruction of the top-mounted start-stop switch is received and the closing instruction is valid; if the current gear state is neutral, the handbrake state is a braking state, and the vehicle speed is zero, a power-on enable signal is sent to the top-mounted controller; the top-mounted controller is used to control the high-voltage relay to close according to the power-on enable signal, so as to power on the top-mounted high-voltage drive system. In this system, after determining that the closing instruction of the top-mounted start-stop switch received is valid, the whole vehicle controller will detect the current gear state, handbrake state and vehicle speed of the vehicle, and only when the current gear state is neutral, the handbrake state is a braking state, and the vehicle speed is zero, will the top-mounted high-voltage drive system be powered on, that is, during the vehicle driving process, the top-mounted high-voltage drive system will not be powered on, which reduces energy consumption and improves the safety of vehicle driving. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] In order to more clearly illustrate the specific implementation methods of the present invention or the technical solutions in the prior art, the drawings required for use in the specific implementation methods or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are some implementation methods of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0019] Figure 1A schematic diagram of the structure of a vehicle power distribution system provided by an embodiment of the present invention;

[0020] Figure 2 A schematic diagram of power distribution logic of a vehicle power distribution system provided by an embodiment of the present invention;

[0021] Figure 3 A schematic diagram of the structure of a vehicle power distribution system provided by an embodiment of the present invention;

[0022] Figure 4 A schematic diagram of power distribution logic of a vehicle power distribution system provided by an embodiment of the present invention;

[0023] Figure 5 A flow chart of a vehicle power distribution method provided by an embodiment of the present invention.

[0024] Icons: 30-battery; 31-fuse box; 32-charging socket; KM1-double flash relay; KM2-general relay; S1-hand brake switch; S2-low voltage power switch; S3-low voltage solenoid valve switch; S4-door opening button; S5-door closing button; S6-door opening solenoid valve; S7-door closing solenoid valve. DETAILED DESCRIPTION

[0025] The technical solution of the present invention will be clearly and completely described below in conjunction with the embodiments. Obviously, the described embodiments are part of the embodiments of the present invention, rather than all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0026] At present, after the traditional sanitation vehicle is turned off and the vehicle ignition lock key is disconnected after driving, the whole vehicle still has permanent power (battery power). The traditional way to disconnect the battery power is to disconnect the battery mechanical hand brake switch installed near the battery, thereby disconnecting the low-voltage main power supply. This traditional power-off method has the following problems:

[0027] (1) After each vehicle driving, the battery compartment door needs to be opened and the mechanical hand brake switch needs to be disconnected. Each time the vehicle is charged, the mechanical hand brake switch needs to be manually closed, which is very inconvenient;

[0028] (2) On rainy days, it is dangerous for the driver to operate the mechanical hand brake switch;

[0029] (3) If the driver forgets to turn off the battery mechanical brake switch after driving, the vehicle will always have power. After a long time, it will cause the low-voltage battery to be depleted, which will cause the vehicle to be unable to drive normally, thus affecting the normal operation of the vehicle;

[0030] (4) In terms of vehicle design, in order to avoid low-voltage batteries running out of power, batteries with relatively high power are usually selected, which increases the cost of the vehicle. The higher the battery power, the larger the volume, which greatly increases the difficulty of vehicle layout.

[0031] In addition, the current traditional sanitation vehicle high-voltage system is usually composed of a chassis high-voltage drive system (also called a vehicle driving high-voltage system) and a superstructure high-voltage drive system (also called a vehicle superstructure running system). When the vehicle ignition lock key switch is effective, the chassis high-voltage drive system and the superstructure high-voltage drive system are all powered on. This power-on solution has the following problems:

[0032] (1) When the vehicle is in motion, the high-voltage drive system of the upper equipment is powered on at the same time. If the driver accidentally touches the upper equipment working switch while the vehicle is in motion, the upper equipment system will be activated, which is very dangerous.

[0033] (2) When the vehicle's upper system is working, the vehicle should be parked. If the driver does not disengage the gear and the vehicle is in the driving gear D, if the driver accidentally steps on the accelerator, the vehicle will move while the upper system is working, which is very dangerous.

[0034] (3) The chassis high-voltage drive system and the upper-mounted high-voltage drive system cannot be interlocked and cannot be intelligently controlled. When the vehicle is powered on and running, the upper-mounted high-voltage drive system is always in standby mode, resulting in high energy consumption.

[0035] Based on this, an embodiment of the present invention provides a vehicle power distribution system, method and vehicle. The technology can be applied to applications that require control of the vehicle's upper high-voltage drive system and chassis low-voltage power distribution.

[0036] To facilitate understanding of this embodiment, a vehicle power distribution system disclosed in an embodiment of the present invention is first introduced. Figure 1As shown, the system includes: a vehicle controller, a mounted controller and a high-voltage relay that are mutually communicatively connected; in this embodiment, the vehicle generally refers to a new energy vehicle, and the new energy vehicle is generally equipped with a mounted system, which enables the vehicle to have other operating functions in addition to the driving function, for example, a mixer truck has the functions of transporting and mixing, a sanitation truck has the functions of transporting and collecting garbage, a sprinkler truck has the function of spraying water while driving, and a sweeper has the functions of sweeping garbage and vacuuming, etc. For another example, the mounted system of a sanitation truck for handling dry garbage generally includes: a mounted high-voltage system, a mounted low-voltage power distribution system, a mounted hydraulic system and a mounted mechanical system, etc.; the above-mentioned vehicle controller (Vehicle Control Unit, referred to as VCU) as the central control unit of the new energy vehicle is the core of the entire control system; the mounted controller can be understood as a controller that controls the entire mounted system of the vehicle as a whole; the above-mentioned high-voltage relay is a device that causes a predetermined step change in the controlled quantity in the electrical output circuit when the change in the input quantity (excitation quantity) of the high-voltage circuit reaches the specified requirement.

[0037] The vehicle controller is used to detect the current gear state, handbrake state and vehicle speed of the vehicle if it receives a closing command from the upper-mounted start-stop switch and the closing command is valid; if the current gear state is neutral, the handbrake state is braking state, and the vehicle speed is zero, a power-on enable signal is sent to the upper-mounted controller; the upper-mounted controller is used to control the high-voltage relay to close according to the power-on enable signal to power on the upper-mounted high-voltage drive system.

[0038] The closing command of the above-mentioned upper-mounted start-stop switch can be issued by the user by operating the vehicle's central control screen (Human Machine Interface, HMI for short), wherein the central control screen is the medium for human-machine interaction between the user and the vehicle system; the above-mentioned current gear state can be neutral, forward gear, reverse gear, etc.; the above-mentioned handbrake state can be a braking state or a non-braking state. For example, for a mechanical handbrake, when parking, pulling up the handbrake activates the parking brake function, and when the vehicle starts, releasing the handbrake releases the parking brake function; for an electronic handbrake, pressing upwards means pulling up the handbrake, and pressing downwards means releasing the handbrake. In actual implementation, the user can issue a closing instruction for the above-mentioned upper-mounted start-stop switch by operating the vehicle's central control screen. After receiving the closing instruction, the vehicle controller will usually first detect whether the closing instruction is valid, for example, whether the closing instruction contains the preset first specified information, whether it conforms to the preset first instruction format, etc. If it is confirmed that the closing instruction is invalid after detection, the process ends; if it is confirmed that the closing instruction is valid after detection, the vehicle controller will continue to detect the vehicle's current gear state, handbrake state and vehicle speed. If the current gear state is neutral, the handbrake state is braking state, and the vehicle speed is zero, it indicates that the vehicle is in a safe parking state. At this time, the vehicle controller can send a power-on enable signal to the upper-mounted controller. The power-on enable signal is used to: indicate that the upper-mounted high-voltage drive system is powered on; after receiving the power-on enable signal, the upper-mounted controller can control the high-voltage relay to close according to the power-on enable signal. When the high-voltage relay is closed, the power-on path of the upper-mounted high-voltage drive system is connected. At this time, the upper-mounted high-voltage drive system can be powered on.

[0039] In the above-mentioned vehicle power distribution system, after the vehicle controller determines that the closing command of the received upper-mounted start-stop switch is valid, it will detect the current gear state, handbrake state and vehicle speed of the vehicle. Only when the current gear state is neutral, the handbrake state is braking state, and the vehicle speed is zero, will the upper-mounted high-voltage drive system be powered on, that is, the upper-mounted high-voltage drive system will not be powered on during vehicle driving, which reduces energy consumption and improves vehicle driving safety.

[0040] Furthermore, the upper body controller is also used to return a first signal to the vehicle controller; wherein the first signal is used to indicate that the upper body high-voltage drive system is powered on successfully; after receiving the first signal, the vehicle controller refuses to respond to the accelerator pedal opening signal to prevent the vehicle from driving when the upper body high-voltage drive system is in the powered-on state.

[0041] The above-mentioned accelerator pedal opening signal can be generated when the driver steps on the accelerator pedal; in actual implementation, when the high-voltage relay is closed, the upper body controller can feedback the first signal to the vehicle controller to indicate that the upper body high-voltage drive system is powered on successfully; when the vehicle controller receives the first signal, it will interlock the chassis high-voltage drive system and the upper body high-voltage drive system. Specifically, when the driver steps on the accelerator pedal to generate an accelerator pedal opening signal, the vehicle controller will not respond to the accelerator pedal opening signal, thereby preventing the driver from stepping on the accelerator pedal and causing the vehicle to move. That is, the system can avoid the problem of the vehicle moving during the upper body operation process due to the driver accidentally stepping on the accelerator pedal after the upper body high-voltage drive system is powered on, thereby improving safety.

[0042] Furthermore, the vehicle controller is used to send a power-off enable signal to the upper-mounted controller if it receives a disconnection command from the upper-mounted start-stop switch and the disconnection command is valid; the upper-mounted controller is used to control the high-voltage relay to disconnect according to the power-off enable signal, so as to power off the upper-mounted high-voltage drive system, and return a second signal to the vehicle controller; wherein the second signal is used to indicate that the upper-mounted high-voltage drive system is powered off successfully; the vehicle controller is used to respond to the accelerator pedal opening signal after receiving the second signal, so as to control the vehicle driving according to the accelerator pedal opening signal.

[0043] The disconnection command of the above-mentioned upper-mounted start-stop switch can be issued by the driver by operating the central control panel of the vehicle; in actual implementation, the driver can issue the disconnection command of the above-mentioned upper-mounted start-stop switch by operating the central control panel of the vehicle. After the vehicle controller receives the disconnection command, it will usually first detect whether the disconnection command is valid, for example, whether the closing command contains the preset second specified information, whether it conforms to the preset second command format, etc. If it is confirmed that the disconnection command is invalid after detection, the process ends; if it is confirmed that the disconnection command is valid after detection, the vehicle controller can send a power-off enable signal to the upper-mounted controller, and the power-off enable signal is used to: instruct to power off the upper-mounted high-voltage drive system; after the upper-mounted controller receives the power-off enable signal, it can control the high-voltage relay to be disconnected according to the power-off enable signal. When the high-voltage relay is disconnected, the power-on path of the upper-mounted high-voltage drive system is disconnected. At this time, the power-off of the upper-mounted high-voltage drive system can be completed.

[0044] In actual implementation, when the high-voltage relay is disconnected, the upper-mounted controller can feed back a second signal to the vehicle controller to indicate that the upper-mounted high-voltage drive system has been powered off successfully; when the vehicle controller receives the second signal, it can be determined that the upper-mounted high-voltage drive system has been powered off and the vehicle's upper-mounted system is not working, and the vehicle can be allowed to drive at this time. Therefore, when the accelerator pedal opening signal is received, the accelerator pedal opening signal can be responded to, and the vehicle driving can be controlled according to the accelerator pedal opening signal.

[0045] Furthermore, the closing instruction and the opening instruction are issued by the user by operating the control corresponding to the upper-mounted start-stop switch; the control corresponding to the upper-mounted start-stop switch is set on the central control screen of the vehicle.

[0046] In actual implementation, a control corresponding to the upper-mounted start-stop switch can be added to the vehicle's central control screen. For example, the control can be set in the left area, right area, upper area or lower area of ​​the central control screen. The shape of the control can be a switch shape, a circle or any other shape. The position, shape, etc. of the control can be set according to actual needs, and are not limited here. The driver can issue the above-mentioned closing command or opening command by operating the control.

[0047] Furthermore, the vehicle controller is used to send a prompt message to the user if it detects that the current gear state is not neutral, and / or the handbrake state is not a braking state, and / or the vehicle speed is not zero; wherein the prompt message is used to indicate: the upper-mounted high-voltage drive system fails to power on, the current gear state is adjusted to neutral and / or the handbrake state is adjusted to a braking state.

[0048] In this embodiment, in order to power on the high-voltage drive system, the current gear state is neutral, the handbrake state is braking state, and the vehicle speed is zero. The three conditions need to be satisfied and the relationship is indispensable. If any one or more of them are not satisfied, for example, the current gear state is not neutral, and / or, the handbrake state is not braking state, and / or, the vehicle speed is not zero, then the conditions for powering on the upper-mounted high-voltage drive system are not met. At this time, the whole vehicle controller will not send a power-on enable signal to the upper-mounted controller, that is, the upper-mounted high-voltage drive system is not allowed to be powered on. When the conditions for powering on the upper-mounted high-voltage drive system are not met, the process ends, and the whole vehicle controller can send a prompt message to the user, and the prompt message can be a text prompt, a voice prompt, etc. For example, if it is a text prompt, the prompt message can be displayed through the vehicle instrument. For example, the prompt message can be: the upper-mounted high-voltage drive system fails to power on, please shift the gear to N gear, pull the handbrake, etc.

[0049] For easier understanding, see Figure 2A schematic diagram of power distribution logic of a vehicle power distribution system is shown. When the vehicle ignition lock key switch is valid, that is, key on, if the vehicle controller receives a closing instruction of the upper-mounted start-stop switch, it first determines whether the closing instruction of the upper-mounted start-stop switch is valid. If not, the process ends; if valid, it continues to determine whether the current gear state is neutral, the handbrake state is braking state, and the vehicle speed is zero. If the condition is not met, the process ends, and the upper-mounted high-voltage drive system fails to power on. A text prompt can be given through the vehicle instrument: "The upper-mounted high-voltage drive system fails to power on, please shift the gear to N gear and pull the handbrake"; if the condition is met, the vehicle controller sends a power-on enable signal to the upper-mounted controller, the upper-mounted controller controls the high-voltage relay to close, and feeds back the closing state of the high-voltage relay to the vehicle controller, and the upper-mounted high-voltage drive system is powered on. In this state, the vehicle controller does not respond to the accelerator pedal opening signal, and the process ends.

[0050] If the vehicle controller receives a disconnection command from the upper start-stop switch, it first determines whether the disconnection command from the upper start-stop switch is valid. If not, the process ends. If valid, the vehicle controller sends a power-off enable signal to the upper controller, and the upper controller controls the high-voltage relay to disconnect, and feeds back the disconnection status of the high-voltage relay to the vehicle controller. The upper high-voltage drive system completes power-off. In this state, the vehicle controller can respond to the accelerator pedal opening signal, that is, the vehicle can drive, and the process ends.

[0051] Further, such as Figure 3 The structure diagram of a vehicle power distribution system shown in the figure, the system also includes: a battery 30, a hand brake switch S1, a low-voltage power switch S2, a fuse box 31 and a low-voltage solenoid valve switch S3; the battery 30 has a first end and a second end, and the first end of the battery 30 is grounded; the voltage of the battery 30 can be set according to actual needs, for example, it can be a 24V battery, etc.; the hand brake switch S1 has a first end and a second end, and the first end of the hand brake switch S1 is connected to the second end of the battery 30; the hand brake switch S1 is usually installed near the battery 30, and the user needs to manually close or disconnect it; the low-voltage solenoid valve switch S3 is connected to the first end of the battery 30. The power switch S2 has a first end and a second end, and the first end of the low-voltage power switch S2 is connected to the second end of the battery 30; the low-voltage power switch S2 is arranged in the cab of the vehicle; specifically, the low-voltage power switch S2 can be a rocker switch arranged in the cab, etc.; the fuse box 31 has a first end and a second end, and the first end of the fuse box 31 is connected to the standby electrical equipment on the vehicle; the fuse box 31 is usually a multi-way fuse box, that is, a fuse box body with multiple lines, for example, it can be a four-way fuse box, a six-way fuse box, etc. For another example, if it is a six-way fuse box, the six-way fuse box can be connected to six lines. The above-mentioned standby electrical equipment can be understood as low-voltage electrical equipment on the vehicle, such as wipers, etc.

[0052] The low-voltage solenoid valve switch S3 has a first end 1, a second end 2, a third end 3, a fourth end 4 and a fifth end 5. The second end 2 of the low-voltage solenoid valve switch S3 is connected to the second end of the low-voltage power switch S2; the third end 3 of the low-voltage solenoid valve switch S3 is grounded; the fourth end 4 of the low-voltage solenoid valve switch S3 is connected to the second end of the fuse box 31, and the fifth end 5 of the low-voltage solenoid valve switch S3 is connected to the second end of the hand brake switch S1; it is used to control the passage between the battery 30 and the electrical equipment to be used to be turned on or off according to the switching state of the low-voltage power switch S2 when the hand brake switch S1 is in a closed state. In this embodiment, when the handbrake switch S1 is in a closed state, the driver can operate the low-voltage power switch S2 set in the cab to realize one-key control of the connection or disconnection of the path between the battery 30 and the electrical equipment to be used. For example, after each vehicle driving, the driver does not need to open the battery compartment door to disconnect the handbrake switch S1. The driver only needs to operate the low-voltage power switch S2 set in the cab to disconnect the power supply path of the battery 30 and disconnect the low-voltage power supply of the entire vehicle.

[0053] Specifically, when the hand brake switch S1 is in a closed state and the low voltage power switch S2 is in a closed state, the low voltage solenoid valve switch S3 is closed, so that the fuse box 31 is closed, and the battery 30 is used to power the standby electrical equipment. Figure 4 The schematic diagram of power distribution logic of a vehicle power distribution system shown in the figure first determines whether the mechanical hand brake switch (corresponding to the above-mentioned hand brake switch S1) is valid. If not, the process ends; if valid, continue to determine whether the low-voltage power switch S2 is valid, that is, determine whether the low-voltage power switch S2 is in a closed state. If the low-voltage power switch S2 is valid, the low-voltage solenoid valve switch S3 can be controlled to close, the fuse box 31 is closed, the low-voltage power-on of the whole vehicle is normal, and the process ends.

[0054] When the hand brake switch S1 is in the closed state and the low voltage power switch S2 is in the open state, the low voltage solenoid valve switch S3 is disconnected, so that the fuse box 31 is disconnected, and the battery 30 stops supplying power to the standby electrical equipment. When the vehicle is finished driving and the power supply path of the battery 30 needs to be disconnected, the driver can disconnect the low voltage power switch S2 set in the cab to disconnect the low voltage solenoid valve switch S3 and the fuse box 31, so that the low voltage power supply of the whole vehicle can be disconnected.

[0055] In one embodiment, the system further includes: a double flash relay KM1; the double flash relay KM1 is connected to the second end of the battery 30. The double flash relay KM1 can be used to control the circuit corresponding to the double flash light, such as Figure 3 and Figure 4As shown, the double flash relay KM1 is connected to the battery 30, that is, the double flash function of the vehicle is not controlled by the low-voltage power switch S2, and the double flash relay KM1 is always output, thereby ensuring the safety of the vehicle.

[0056] In one of the embodiments, the system also includes: a door-outside opening button S4 and a door-opening solenoid valve S6 which are connected to each other for communication; a door-outside closing button S5 and a door-closing solenoid valve S7 which are connected to each other for communication; the door-outside opening button S4, the door-opening solenoid valve S6, the door-outside closing button S5 and the door-closing solenoid valve S7 can be used to control the circuits corresponding to the vehicle doors.

[0057] like Figure 3 and Figure 4 As shown, one end of the door outside opening button S4 is connected to the second end of the battery 30; the other end of the door outside opening button S4 is connected to the door opening solenoid valve S6; when the door outside opening button S4 is closed, the door opening solenoid valve S6 is closed to control the opening of the vehicle door; one end of the door outside closing button S5 is connected to the second end of the battery 30; the other end of the door outside closing button S5 is connected to the door closing solenoid valve S7; when the door outside closing button S5 is closed, the door closing solenoid valve S7 is closed to control the closing of the vehicle door. That is, in this embodiment, the door opening solenoid valve S6 is connected to the battery 30 through the door outside opening button S4, and the door closing solenoid valve S7 is connected to the battery 30 through the door outside closing button S5, that is, the door opening solenoid valve S6 and the door closing solenoid valve S7 are not controlled by the low-voltage power switch S2, the door pump solenoid valve (including the above-mentioned door opening solenoid valve S6 and door closing solenoid valve S7) are normally output, and the vehicle's door function is not controlled by the low-voltage power switch S2, thereby ensuring the safety of the vehicle. It should be noted that diodes are usually required to be added at the door opening power supply and the door closing power supply in the figure to prevent reverse current from flowing.

[0058] In one embodiment, Figure 3As shown, the system also includes: a charging socket 32 ​​and a universal relay KM2; the universal relay KM2 has a first end, a second end, a third end, and a fourth end, the first end of the universal relay KM2 is grounded, the second end of the universal relay KM2 is connected to the charging socket 32, the third end of the universal relay KM2 is connected to the second end of the battery 30, and the fourth end of the universal relay KM2 is connected to the first end of the low-voltage solenoid valve switch S3; it is used to wake up the charging when receiving the charging signal of the charging socket 32, control the low-voltage solenoid valve switch S3 to close, so that the fuse box 31 is closed, and the standby electrical equipment is powered on. The above-mentioned universal relay KM2 is an electrical switch device that can realize the control of high-power circuits under low-power control signals. For example, the universal relay KM2 can be a 12V-24V universal relay. The charging signal can be a specific voltage signal output by the charging socket 32, for example, it can be an auxiliary power supply A+, which is usually a +12V DC power supply; in this embodiment, the general relay KM2 is not controlled by the low-voltage power switch S2, so the charging function of the vehicle is not controlled by the low-voltage power switch S2. When the charging socket 32 ​​sends a charging signal to the general relay KM2, the charging wake-up is effective. At this time, the general relay KM2 is closed, which can control the low-voltage solenoid valve switch S3 to be closed, thereby making the low-voltage power-on of the whole vehicle normal. When the charging socket 32 ​​does not send a charging signal to the general relay KM2, the charging wake-up is invalid, the process ends, and the vehicle function is intelligent.

[0059] The above-mentioned vehicle power distribution system improves the power distribution of the upper-mounted high-voltage drive system. During vehicle driving, if the driver accidentally touches the upper-mounted working switch, the upper-mounted system will not work, thereby improving the safety of vehicle driving; the system can also ensure that when the upper-mounted system is working, the vehicle will not be driven due to the driver's misoperation, thereby improving the safety of the operation of the vehicle's upper-mounted system; in addition, the system also realizes the interlocking between the chassis high-voltage drive system and the upper-mounted high-voltage drive system, realizes the intelligent control of the whole vehicle and the upper-mounted high-voltage drive system, and reduces the energy consumption of the whole vehicle.

[0060] The system also improves the low-voltage power distribution of the chassis. After each vehicle driving, the driver does not need to open the battery compartment door to disconnect the handbrake switch S1. The low-voltage power supply of the entire vehicle can be disconnected by simply disconnecting the low-voltage power switch S2 set in the cab. The system also improves the safety of vehicle use and the convenience of operation. Moreover, the system can select a battery 30 with relatively less power, and there is no need to worry about the problem that the vehicle cannot drive normally due to lack of power in the battery 30, thereby saving the cost of the entire vehicle. At the same time, the system reduces the difficulty of vehicle layout, and there is no need to reserve a separate compartment door for the handbrake switch S1, thereby improving the aesthetics and utilization rate of the vehicle.

[0061] The embodiment of the present invention provides a vehicle power distribution method, such as Figure 5 As shown, the method comprises the following steps:

[0062] Step S502: If the vehicle controller receives a closing command from the upper start / stop switch and the closing command is valid, it detects the current gear state, handbrake state and vehicle speed of the vehicle; if the current gear state is neutral, the handbrake state is braking state, and the vehicle speed is zero, it sends a power-on enable signal to the upper controller;

[0063] Step S504: the upper body controller controls the high-voltage relay to close according to the power-on enable signal, so as to power on the upper body high-voltage drive system.

[0064] In the above-mentioned vehicle power distribution method, after the vehicle controller determines that the closing command of the received upper-mounted start-stop switch is valid, it will detect the current gear state, handbrake state and vehicle speed of the vehicle. Only when the current gear state is neutral, the handbrake state is braking state, and the vehicle speed is zero, will the upper-mounted high-voltage drive system be powered on, that is, the upper-mounted high-voltage drive system will not be powered on during vehicle driving, thereby reducing energy consumption and improving vehicle driving safety.

[0065] An embodiment of the present invention provides a vehicle, including any of the above-mentioned vehicle power distribution systems. The above-mentioned vehicle may be a sanitation vehicle, a watering truck, etc. The above-mentioned vehicle power distribution system may be configured on the vehicle to improve the power distribution mode of the vehicle's upper high-voltage drive system and the low-voltage power distribution mode of the chassis, thereby improving the safety and convenience of the vehicle and reducing the energy consumption and cost of the whole vehicle.

[0066] The system embodiments described above are merely illustrative. For example, the division of the units is merely a logical function division. There may be other divisions in actual implementation. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. In addition, the mutual coupling or direct coupling or communication connection shown or discussed may be an indirect coupling or communication connection through some communication interface, device or unit, which may be electrical, mechanical or other forms.

[0067] The units described as separate components may or may not be physically separated, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed on multiple network units. Some or all of the units may be selected according to actual needs to achieve the purpose of the solution of this embodiment.

[0068] In addition, each functional unit in the embodiments provided in the present disclosure may be integrated into one processing unit, or each unit may exist physically separately, or two or more units may be integrated into one unit.

[0069] It should be noted that similar numbers and letters represent similar items in the following figures. Therefore, once an item is defined in one figure, it does not need to be further defined and explained in subsequent figures. In addition, the terms "first", "second", "third", etc. are only used to distinguish the description and are not to be understood as indicating or implying relative importance.

[0070] Finally, it should be noted that the above-described embodiments are only specific implementation methods of the present disclosure, which are used to illustrate the technical solutions of the present disclosure, rather than to limit them. The protection scope of the present disclosure is not limited thereto. Although the present disclosure is described in detail with reference to the aforementioned embodiments, ordinary technicians in the field should understand that any technician familiar with the technical field can still modify the technical solutions recorded in the aforementioned embodiments within the technical scope disclosed in the present disclosure, or can easily think of changes, or make equivalent replacements for some of the technical features therein; and these modifications, changes or replacements do not make the essence of the corresponding technical solutions deviate from the scope of the technical solutions of the embodiments of the present disclosure. They should all be included in the protection scope of the present disclosure. Therefore, the protection scope of the present disclosure shall be based on the protection scope of the claims.

Claims

1. A vehicle power distribution system, characterized in that: The system comprises: a vehicle controller, a bodywork controller and a high-voltage relay which are connected to each other for communication; the bodywork controller is a controller for overall control of the entire bodywork system of the vehicle; The vehicle controller is used to detect the current gear state, handbrake state and vehicle speed of the vehicle if a closing instruction of the upper-mounted start-stop switch is received and the closing instruction is valid; if the current gear state is neutral, the handbrake state is braking state, and the vehicle speed is zero, a power-on enable signal is sent to the upper-mounted controller; The upper body controller is used to control the high-voltage relay to close according to the power-on enable signal, so as to power on the upper body high-voltage drive system; The system further comprises: A battery having a first end and a second end, wherein the first end of the battery is grounded; A hand brake switch, having a first end and a second end, wherein the first end of the hand brake switch is connected to the second end of the battery; A low-voltage power switch having a first end and a second end, wherein the first end of the low-voltage power switch is connected to the second end of the battery; the low-voltage power switch is arranged in the cab of the vehicle; A fuse box having a first end and a second end, wherein the first end of the fuse box is connected to the standby electrical device on the vehicle; the fuse box is a multi-way fuse box; A low-voltage solenoid valve switch, comprising a first end, a second end, a third end, a fourth end and a fifth end, wherein the second end of the low-voltage solenoid valve switch is connected to the second end of the low-voltage power switch; the third end of the low-voltage solenoid valve switch is grounded; the fourth end of the low-voltage solenoid valve switch is connected to the second end of the fuse box; and the fifth end of the low-voltage solenoid valve switch is connected to the second end of the hand brake switch; and is used to control the passage between the battery and the standby electrical equipment to be turned on or off according to the switch state of the low-voltage power switch when the hand brake switch is in a closed state; The system further comprises: a double flash relay; the double flash relay is connected to the second end of the battery; The system further comprises: a door opening button and a door opening solenoid valve connected to each other in communication; a door closing button and a door closing solenoid valve connected to each other in communication; One end of the door-outside opening button is connected to the second end of the battery; the other end of the door-outside opening button is connected to the door-opening solenoid valve; when the door-outside opening button is closed, the door-opening solenoid valve is closed to control the door of the vehicle to open; One end of the door outer closing button is connected to the second end of the battery; the other end of the door outer closing button is connected to the door closing solenoid valve; when the door outer closing button is closed, the door closing solenoid valve is closed to control the closing of the vehicle door.

2. The system according to claim 1, characterized in that The upper body controller is further used to return a first signal to the vehicle controller; wherein the first signal is used to indicate that the upper body high voltage drive system is powered on successfully; After receiving the first signal, the vehicle controller refuses to respond to the accelerator pedal opening signal to prevent the vehicle from running when the upper-mounted high-voltage drive system is powered on.

3. The system according to claim 2, characterized in that The vehicle controller is used to send a power-off enable signal to the upper body controller if a disconnection instruction of the upper body start-stop switch is received and the disconnection instruction is valid; The upper body controller is used to control the high-voltage relay to disconnect according to the power-off enable signal, so as to power off the upper body high-voltage drive system, and return a second signal to the vehicle controller; wherein the second signal is used to indicate that the upper body high-voltage drive system is powered off successfully; The vehicle controller is used to respond to the accelerator pedal opening signal after receiving the second signal, so as to control the vehicle driving according to the accelerator pedal opening signal.

4. The system according to claim 3, characterized in that The closing instruction and the opening instruction are issued by the user by operating the control corresponding to the upper body start-stop switch; the control corresponding to the upper body start-stop switch is set on the central control screen of the vehicle.

5. The system according to claim 1, characterized in that The vehicle controller is used to send a prompt message to the user if it is detected that the current gear state is not neutral, and / or the handbrake state is not a braking state, and / or the vehicle speed is not zero; The prompt information is used to indicate that: the upper-mounted high-voltage drive system fails to be powered on, the current gear state is adjusted to neutral and / or the handbrake state is adjusted to the braking state.

6. The system according to claim 1, characterized in that When the hand brake switch is in a closed state and the low-voltage power switch is in a closed state, the low-voltage solenoid valve switch is closed to close the fuse box, and the standby electrical device is powered on by the battery.

7. The system according to claim 1, characterized in that When the hand brake switch is in a closed state and the low-voltage power switch is in an open state, the low-voltage solenoid valve switch is disconnected to disconnect the fuse box and stop powering the standby electrical device through the battery.

8. The system according to claim 1, characterized in that The system further comprises: Charging socket; A universal relay has a first end, a second end, a third end, and a fourth end. The first end of the universal relay is grounded, the second end of the universal relay is connected to the charging socket, the third end of the universal relay is connected to the second end of the battery, and the fourth end of the universal relay is connected to the first end of the low-voltage solenoid valve switch. The universal relay is used to perform charging wake-up when receiving a charging signal from the charging socket, control the low-voltage solenoid valve switch to close, so that the fuse box is closed, and power on the standby electrical equipment.

9. A vehicle power distribution method, characterized in that: The method is applied to the vehicle power distribution system according to any one of claims 1 to 8; the method comprises: If the vehicle controller receives a closing command of the upper-mounted start-stop switch, and the closing command is valid, it detects the current gear state, handbrake state and vehicle speed of the vehicle; if the current gear state is neutral, the handbrake state is braking state, and the vehicle speed is zero, it sends a power-on enable signal to the upper-mounted controller; the upper-mounted controller is a controller that performs overall control of the entire upper-mounted system of the vehicle; The upper body controller controls the high-voltage relay to close according to the power-on enable signal, so as to power on the upper body high-voltage drive system; When the hand brake switch is in the closed state, the low-voltage solenoid valve switch controls the path between the battery and the standby electrical equipment to be turned on or off according to the switch state of the low-voltage power switch; The door opening button is used to close the door opening solenoid valve when it is closed, so as to control the opening of the door of the vehicle; The door outer closing button is used to close the door closing solenoid valve when it is closed, so as to control the closing of the vehicle door.

10. A vehicle, characterized in that: A vehicle power distribution system comprising the vehicle power distribution system according to any one of claims 1 to 8.

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