Design method of high-voltage interlocking system, high-voltage interlocking system and vehicle

Abstract

The application discloses a design method of a high-voltage interlocking system, the high-voltage interlocking system and a vehicle, belongs to the technical field of new energy vehicles, and can determine the high-voltage interlocking type of a high-voltage device according to installation position information and a live-wire risk level of the high-voltage device, then parallel or series connection is performed on low-voltage interlocking loops of multiple high-voltage devices with similar positions and the same high-voltage interlocking type, so that the high-voltage interlocking system adopts ring interlocking or star interlocking for different types of high-voltage devices, which is helpful to improve the safety performance and fault troubleshooting efficiency of the high-voltage interlocking system, can reduce the manufacturing cost of the high-voltage interlocking system, and further improves the comprehensive performance of the high-voltage interlocking system.

Description

Technical Field

[0001] This invention relates to the field of new energy vehicle technology, and in particular to the design method of a high-voltage interlock system, the high-voltage interlock system, and the vehicle thereof. Background Technology

[0002] New energy vehicles contain numerous high-voltage components, each interconnected via high-voltage connectors. If these connectors become loose or disconnected, there is a risk of leakage or short circuit. Therefore, for electrical safety, the connection status of high-voltage connectors must be monitored in real time. High-voltage interlock systems can detect the connectivity of high-voltage circuits. Currently, high-voltage interlock systems generally include ring interlocks and star interlocks. A ring interlock involves connecting the low-voltage interlock circuits of all high-voltage components in series for monitoring within the same circuit. A star interlock involves each high-voltage component's controller performing a self-check of its own low-voltage interlock circuit connectivity before sending the results to the higher-level controller for processing.

[0003] However, as the number of high-voltage components in new energy vehicles gradually increases, the existing high-voltage interlock system design schemes are relatively simple and lack targeted designs for different types of high-voltage components, making it difficult to further improve the performance of the high-voltage interlock system. Summary of the Invention

[0004] This invention aims to at least solve one of the technical problems existing in the prior art. To this end, this invention proposes a design method for a high-voltage interlock system. The high-voltage interlock type can be determined based on the installation location information and electric shock risk level of the high-voltage devices. Then, the low-voltage interlock circuits of multiple high-voltage devices located close to each other and with the same high-voltage interlock type are connected in parallel or series. This allows the high-voltage interlock system to employ ring interlocking or star interlocking for different types of high-voltage devices, which helps improve the safety performance and fault diagnosis efficiency of the high-voltage interlock system, reduces the manufacturing cost of the high-voltage interlock system, and further improves the overall performance of the high-voltage interlock system.

[0005] The present invention also provides a high-voltage interlock system designed by the above-described high-voltage interlock system design method, and a vehicle using the high-voltage interlock system.

[0006] According to a first aspect of the present invention, a design method for a high-voltage interlock system is provided for designing a high-voltage interlock system for a vehicle, the vehicle having multiple high-voltage devices. The design method includes:

[0007] Obtain the installation location information and electric shock risk level of the high-voltage device;

[0008] Based on the installation location information and the electric shock risk level, multiple high-voltage devices are marked as a first high-voltage device, a second high-voltage device, or a third high-voltage device. The installation location of the third high-voltage device is different from that of the first high-voltage device and the second high-voltage device. The electric shock risk of the second high-voltage device is greater than that of the first high-voltage device and the third high-voltage device.

[0009] When the high-voltage device is marked as the first high-voltage device, a first low-voltage interlock circuit is configured for each first high-voltage device, and all the first low-voltage interlock circuits are connected in parallel.

[0010] When the high-voltage device is marked as the second high-voltage device, a second low-voltage interlock circuit is configured for each second high-voltage device, and all the second low-voltage interlock circuits are connected in series.

[0011] When the high-voltage device is marked as the third high-voltage device, a third low-voltage interlock circuit is configured for each of the third high-voltage devices, and all the third low-voltage interlock circuits are connected in series.

[0012] The design method of the high-voltage interlock system according to embodiments of the present invention has at least the following beneficial effects: The high-voltage interlock type can be determined based on the installation location information and electric shock risk level of the high-voltage device. The high-voltage device is marked as a first high-voltage device, a second high-voltage device, or a third high-voltage device. Since the second high-voltage device has a higher electric shock risk, the second low-voltage interlock circuits of all second high-voltage devices are connected in series. Since the first high-voltage device has a lower electric shock risk, the first low-voltage interlock circuits of all first high-voltage devices are connected in parallel. Since the third high-voltage device has different installation locations and a lower electric shock risk, the third low-voltage interlock circuits of all third high-voltage devices are connected in series. This allows the high-voltage interlock system to adopt ring-type or star-type interlocks for different types of high-voltage devices, which helps improve the safety performance and fault diagnosis efficiency of the high-voltage interlock system, reduces the manufacturing cost of the high-voltage interlock system, and further improves the overall performance of the high-voltage interlock system.

[0013] According to some embodiments of the present invention, obtaining the installation location information and electric shock risk level of the high-voltage device includes:

[0014] The electric shock risk level is divided into a first level and a second level, with the electric shock risk of the second level being greater than that of the first level.

[0015] The vehicle is divided into a first region and a second region from front to back, and it is determined whether the high-voltage device is located in the first region or the second region.

[0016] According to some embodiments of the present invention, each of the high-voltage devices is provided with a connector, and the step of obtaining the installation location information and electric shock risk level of the high-voltage device further includes:

[0017] Once it is determined that the high-voltage device is located in the first region, it is determined whether the connector is exposed in the first region;

[0018] When it is determined that the connector is not exposed in the first area, the electric shock risk level is set to the first level;

[0019] When it is determined that the connector is exposed in the first area, the electric shock risk level is set to the second level.

[0020] According to some embodiments of the present invention, marking multiple high-voltage devices as a first high-voltage device, a second high-voltage device, or a third high-voltage device based on the installation location information and the electric shock risk level includes:

[0021] When the installation location information is determined to be the first area and the electric shock risk level is the first level, the high-voltage device is marked as the first high-voltage device.

[0022] When the installation location information is determined to be the first area and the electric shock risk level is the second level, the high-voltage device is marked as the second high-voltage device.

[0023] According to some embodiments of the present invention, obtaining the installation location information and electric shock risk level of the high-voltage device further includes:

[0024] When it is determined that the high-voltage device is located in the second area, the electric shock risk level is set to the first level;

[0025] The step of marking multiple high-voltage devices as a first high-voltage device, a second high-voltage device, or a third high-voltage device based on the installation location information and the electric shock risk level further includes:

[0026] When the installation location information is determined to be the second area and the electric shock risk level is the first level, the high-voltage device is set as the third high-voltage device.

[0027] According to some embodiments of the present invention, the vehicle has a front engine compartment, a floor, and a rear cargo box, and the step of dividing the vehicle from front to back into a first area and a second area further includes:

[0028] The front engine compartment is designated as the first area, and the undercarriage and the trunk are designated as the second area.

[0029] According to some embodiments of the present invention, the design method of the high-voltage interlocking system further includes:

[0030] A first controller is configured for each of the first low-voltage interlock circuits, and the first controller is configured to detect whether an interlock fault occurs in the connected first low-voltage interlock circuits.

[0031] A second controller is configured for all the second low-voltage interlock circuits, and the second controller is configured to detect whether any of the second low-voltage interlock circuits has an interlock fault.

[0032] A third controller is configured for all the third low-voltage interlock circuits, and the third controller is configured to detect whether any of the third low-voltage interlock circuits has an interlock fault.

[0033] According to a second aspect of the present invention, the high-voltage interlocking system is designed based on the design method of the high-voltage interlocking system described above.

[0034] The high-voltage interlocking system according to embodiments of the present invention has at least the following beneficial effects: enabling the high-voltage interlocking system to adopt ring interlocking or star interlocking for different types of high-voltage devices helps to improve the safety performance and fault diagnosis efficiency of the high-voltage interlocking system, and can reduce the manufacturing cost of the high-voltage interlocking system, further improving the overall performance of the high-voltage interlocking system.

[0035] According to some embodiments of the present invention, the vehicle has a front engine compartment, a floor, and a rear cargo box, and the high-voltage interlock system includes:

[0036] Multiple first high-voltage devices are located in the forward engine compartment, each first high-voltage device is provided with a first low-voltage interlock circuit, and all first low-voltage interlock circuits are connected in parallel.

[0037] Multiple second high-voltage devices are located in the forward engine compartment, each second high-voltage device is provided with a second low-voltage interlock circuit, and all second low-voltage interlock circuits are connected in series.

[0038] Multiple third high-voltage devices are located under the vehicle and / or in the trunk. Each third high-voltage device is equipped with a third low-voltage interlock circuit, and all third low-voltage interlock circuits are connected in series.

[0039] According to a third aspect of the present invention, a vehicle includes the high-voltage interlock system as described above.

[0040] The vehicle adopts the aforementioned high-voltage interlock system, which uses ring interlock or star interlock for different types of high-voltage devices. This helps to improve the safety performance and fault diagnosis efficiency of the high-voltage interlock system, and can also reduce the manufacturing cost of the high-voltage interlock system, further improving the overall performance of the high-voltage interlock system.

[0041] Since the vehicle adopts all the technical solutions of the high-voltage interlock system of the above embodiments, it has at least all the beneficial effects brought about by the technical solutions of the above embodiments, which will not be repeated here.

[0042] Other features and advantages of the invention will be set forth in the description which follows, and will be apparent in part from the description, or may be learned by practicing the invention. Attached Figure Description

[0043] Figure 1 This is a flowchart of a design method for a high-voltage interlocking system according to an embodiment of the present invention;

[0044] Figure 2 This is a flowchart illustrating the acquisition of installation location information and electric shock risk level in one embodiment of the present invention;

[0045] Figure 3 This is a flowchart illustrating how high-voltage devices are labeled as a first high-voltage device, a second high-voltage device, or a third high-voltage device in one embodiment of the present invention.

[0046] Figure 4 This is a flowchart illustrating the configuration of the first controller, the second controller, and the third controller in one embodiment of the present invention;

[0047] Figure 5 This is a schematic diagram of a high-voltage interlocking system according to an embodiment of the present invention.

[0048] Reference numerals: Vehicle 100, front engine compartment 110, vehicle undercarriage 120, rear trunk 130, first high-voltage device 200, second high-voltage device 300, third high-voltage device 400. Detailed Implementation

[0049] Embodiments of the present invention are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, and should not be construed as limiting the present invention.

[0050] In the description of this invention, it should be understood that the terms front, back, up, down, axial, circumferential, etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the drawings. They are only for the convenience of describing this invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limiting this invention.

[0051] In the description of this invention, "multiple" means two or more; "greater than," "less than," and "exceeding" are understood to exclude the stated number; "above," "below," and "within" are understood to include the stated number. The use of "first" and "second" in the description is merely for distinguishing technical features and should not be construed as indicating or implying relative importance, or implicitly indicating the number of indicated technical features, or implicitly indicating the order of the indicated technical features.

[0052] In the description of this invention, it should be noted that terms such as "set up," "install," and "connect" should be interpreted broadly, and those skilled in the art can reasonably determine the specific meaning of the above terms in this invention in conjunction with the specific content of the technical solution.

[0053] The technical solution of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the embodiments described below are some embodiments of the present invention, not all embodiments.

[0054] In related technologies, new energy vehicles contain many high-voltage components, each connected via high-voltage connectors. Since the high-voltage systems of new energy vehicles typically operate above 300V, any loosening or disconnection at the high-voltage connector joints poses a risk of leakage or short circuit. Therefore, for electrical safety reasons, the connection status of high-voltage connectors must be monitored in real time. High-voltage interlock detection technology can effectively detect the connectivity of high-voltage circuits in real time and report faults when circuits are disconnected, awaiting arbitration and fault handling by the upper-level controller.

[0055] High-voltage interlocking systems generally come in two forms: ring interlocking and star interlocking. Ring interlocking connects all high-voltage devices' low-voltage interlocking circuits in series, allowing for detection within the same circuit. Star interlocking involves each high-voltage device's controller performing a self-check of its own low-voltage interlocking circuit's connectivity before sending the results to the higher-level controller for processing. Star interlocking makes it easy to troubleshoot faulty high-voltage devices, but it requires additional interlocking detection circuits for those devices, potentially increasing costs. Ring interlocking requires checking each high-voltage device individually, making troubleshooting relatively cumbersome.

[0056] However, as the number of high-voltage components in new energy vehicles gradually increases, the existing high-voltage interlock system solutions are relatively simple and lack targeted designs for different types of high-voltage components, making it difficult to further improve the performance of the high-voltage interlock system.

[0057] Therefore, when a high-voltage interlock fault occurs in the vehicle, directly applying an emergency high-voltage shutdown may disrupt the user's basic power supply needs. It is necessary to adopt a tiered handling strategy for interlock faults occurring in high-voltage devices at different locations.

[0058] Based on this, embodiments of the present invention provide a design method for a high-voltage interlock system, which enables the high-voltage interlock system to adopt ring interlock or star interlock for different types of high-voltage devices, thereby helping to improve the safety performance and fault diagnosis efficiency of the high-voltage interlock system, and reducing the manufacturing cost of the high-voltage interlock system, further improving the overall performance of the high-voltage interlock system.

[0059] refer to Figures 1 to 4 A design method according to an embodiment of the present invention is described, which is used to design a high-voltage interlock system for a vehicle. The design method is illustrated below with specific examples.

[0060] Reference Figure 1 As shown, the design method of the first aspect of the present invention is used to design a high-voltage interlock system for a vehicle 100. The vehicle 100 has multiple high-voltage devices, each of which has a low-voltage interlock circuit. The design method includes the following steps.

[0061] Step S100: Obtain the installation location information and electric shock risk level of the high-voltage device.

[0062] The installation location information is determined based on the type of high-voltage device or its location in the vehicle 100.

[0063] In this embodiment, the installation location information of the high-voltage device can be obtained based on the location of the high-voltage device in the vehicle 100. The high-voltage device is generally installed in the front engine compartment 110, the undercarriage 120 or the trunk 130 of the vehicle 100. Some special models, such as new energy buses and new energy trucks, may also install the high-voltage device on the roof.

[0064] In this embodiment, the high-voltage devices in new energy vehicles generally include battery packs, DC / DC converters (DCDC), on-board chargers (OBC), electric drive systems, positive temperature coefficient electric heaters (PTC), and air conditioning compressors.

[0065] The installation locations of different high-voltage devices vary.

[0066] For example: the battery pack is installed under the vehicle 100 at 120; the DC / DC converter is installed near the battery pack under the vehicle 120; the on-board charger is a device that converts AC power into DC power, converting the AC voltage of the charging station into the DC voltage required by the battery, and is installed in the trunk 130 of the vehicle 100; the electric drive system, as a core component of new energy vehicles, is usually installed in the front engine compartment 110 of the vehicle 100; the positive temperature coefficient electric heater is a device used to provide auxiliary heating for the battery pack and motor, and is generally installed in the front engine compartment 110 or under the vehicle 120 of the vehicle 100; the air conditioning compressor can be installed near the battery pack in the front engine compartment 110 or under the vehicle 120.

[0067] Based on the location of the high-voltage devices in the vehicle 100, it is possible to assess whether the user can access the high-voltage devices, and use this as a standard to determine the level of electric shock risk.

[0068] If the high-voltage device is installed in the front engine compartment 110 of the vehicle 100, the user can directly contact the high-voltage device after opening the front engine compartment 110 hood, which proves that the risk of electric shock is high. Therefore, the electric shock risk level of this type of high-voltage device is set as high.

[0069] Even if some high-voltage devices are installed in the front engine compartment 110 of vehicle 100, if these devices are covered by a casing or other components, preventing users from directly contacting them, the risk of electric shock is low. Therefore, the electric shock risk level for these high-voltage devices is set as low. For example, if high-voltage devices are located in the undercarriage 120 or trunk 130 of vehicle 100, users would have difficulty contacting them under normal circumstances. The risk of electric shock for these high-voltage devices is also low, and therefore, the electric shock risk level for these devices is set as low.

[0070] In step S200, multiple high-voltage devices are marked as first high-voltage device 200, second high-voltage device 300 or third high-voltage device 400 according to the installation location information and the electric shock risk level. The installation location of the third high-voltage device 400 is different from that of the first high-voltage device 200 and the second high-voltage device 300. The electric shock risk of the second high-voltage device 300 is greater than that of the first high-voltage device 200 and the third high-voltage device 400.

[0071] Based on the installation location information and the level of electric shock risk, multiple high-voltage devices are classified into first high-voltage device 200, second high-voltage device 300, or third high-voltage device 400, so as to facilitate the integration of high-voltage devices of the same type together.

[0072] Therefore, multiple high-voltage devices of the same type are installed in close proximity and have the same risk level of electric shock, so that the same high-voltage interlocking scheme can be adopted.

[0073] Step S300: When the high-voltage device is marked as the first high-voltage device, configure a first low-voltage interlock circuit for each first high-voltage device, and connect all the first low-voltage interlock circuits in parallel.

[0074] All the first low-voltage interlock circuits of the first high-voltage devices 200 are connected in parallel in sequence. The first low-voltage interlock circuit is detected by its own independent control unit, and the detection result is reported to the controller of the vehicle 100. When one or more first high-voltage devices 200 have a high-voltage interlock fault, the faulty first high-voltage device 200 can be accurately and quickly identified.

[0075] Step S400: When the high-voltage device is marked as the second high-voltage device, configure a second low-voltage interlock circuit for each second high-voltage device, and connect all the second low-voltage interlock circuits in series.

[0076] The second low-voltage interlock circuits of all the second high-voltage devices 300 are connected in series. The controller of the vehicle 100 detects all the second low-voltage interlock circuits. When one or more of the second high-voltage devices 300 experience a high-voltage interlock fault, if the controller of the vehicle 100 believes that there is a significant safety risk, it can disable all the associated second high-voltage devices 300 to ensure the stability and reliability of the electrical connection and avoid electric shock accidents.

[0077] Step S500: When the high-voltage device is marked as the third high-voltage device, configure a third low-voltage interlock circuit for each third high-voltage device and connect all the third low-voltage interlock circuits in series.

[0078] All the third low-voltage interlock circuits of the third high-voltage devices 400 are connected in series, and the controller of the vehicle 100 monitors all the third low-voltage interlock circuits. When one or more third high-voltage devices 400 experience a high-voltage interlock fault, if the controller of the vehicle 100 deems there to be a significant safety risk, it can disable all associated third high-voltage devices 400 to ensure the stability and reliability of the electrical connection and prevent electric shock accidents.

[0079] Reference Figure 2 As shown, in some embodiments, step S100, obtaining the installation location information and electric shock risk level of the high-voltage device, includes the following steps.

[0080] Step S110: Divide the electric shock risk level into a first level and a second level, with the electric shock risk of the second level being greater than that of the first level.

[0081] The risk level of electric shock is classified based on whether the user can directly contact the high-voltage device.

[0082] When a user can directly touch a high-voltage device, such as a high-voltage device in the front engine compartment 110 of vehicle 100, the user can directly touch the high-voltage device after opening the front engine compartment cover, and the electric shock risk level is marked as Level 2.

[0083] When it is difficult for users to access high-voltage devices, such as the high-voltage devices under the vehicle 100 120, and the user cannot directly touch the high-voltage devices when the vehicle 100 is parked normally, the risk level of electric shock is marked as Level 1.

[0084] Level 1 represents a low risk of electric shock, where users have limited direct contact with Level 1 high-voltage components. Level 2 represents a higher risk of electric shock, where users have direct contact with Level 2 high-voltage components.

[0085] Step S120: Divide the vehicle 100 into a first area and a second area from front to back, and determine whether the high-voltage device is located in the first area or the second area.

[0086] The vehicle 100 is divided into a first area and a second area from front to back where high-voltage devices can be installed. Multiple high-voltage devices located in the same area are classified as one type, which helps to arrange the electrical connection lines of multiple high-voltage devices of the same type.

[0087] Multiple first high-voltage devices are distributed in the second area, and the first low-voltage interlocking circuits of the multiple first high-voltage devices are connected in parallel in sequence. The electrical connection lines of the multiple first low-voltage interlocking circuits do not need to cross from the second area to the first area, making the wiring design of the electrical connection lines simpler.

[0088] Multiple second high-voltage devices are distributed in the first area, and the second low-voltage interlock circuits of the multiple second high-voltage devices are connected in series. The electrical connection lines of the multiple second low-voltage interlock circuits only need to be arranged in the first area, making the wiring design of the electrical connection lines simpler.

[0089] Reference Figure 2 As shown, in some embodiments, each high-voltage device is provided with a plug interface. Step S100, obtaining the installation location information and electric shock risk level of the high-voltage device, also includes the following steps.

[0090] Step S130: When it is determined that the high-voltage device is located in the first region, determine whether the interface is exposed in the first region.

[0091] In this implementation, the second area is more enclosed than the first area. The first area is the front engine compartment 110, and the second area is the undercarriage 120. Users can touch the high-voltage devices in the first area, but it is difficult for users to touch the high-voltage devices in the second area when the vehicle 100 is parked normally.

[0092] Since users can touch the high-voltage devices in the first area to determine the exposure status of the high-voltage device connectors in the first area, if the high-voltage device connectors are loose or disconnected, users who touch the high-voltage device connectors may be at risk of electric shock. Therefore, it is necessary to determine whether the high-voltage device connectors in the first area are exposed.

[0093] Step S140: When it is determined that the plug interface is not exposed to the first area, the electric shock risk level is set to the first level.

[0094] When the connector is blocked by the housing or other components, making it difficult for the user to directly touch the connector, the risk of electric shock to the high-voltage device corresponding to that connector is low, and the risk level of electric shock to that high-voltage device is set as Level 1.

[0095] Step S150: When it is determined that the plug interface is exposed in the first area, the electric shock risk level is set to the second level.

[0096] When the connector of a high-voltage device in the first area is directly exposed and the user can directly touch the connector, the risk of electric shock to the high-voltage device corresponding to that connector is high, and the risk level of electric shock to that high-voltage device is set to the second level.

[0097] Reference Figure 2 As shown, in some embodiments, step S100, obtaining the installation location information and electric shock risk level of the high-voltage device, also includes the following steps.

[0098] Step S160: When it is determined that the high-voltage device is located in the second area, the electric shock risk level is set to the first level.

[0099] In this embodiment, the second area is more enclosed than the first area. The first area is the front engine compartment 110, and the second area is the undercarriage 120. Therefore, it is difficult for users to touch the high-voltage devices in the second area. Regardless of whether the connectors of the high-voltage devices in the second area are exposed, it is not easy for users to touch the connectors. Therefore, it is not necessary to judge the connectors to set the electric shock risk level of the high-voltage devices in the second area to the first level.

[0100] Reference Figure 3 As shown, in some embodiments, step S200, which marks multiple high-voltage devices as a first high-voltage device, a second high-voltage device, or a third high-voltage device based on installation location information and electric shock risk level, includes the following steps.

[0101] Step S210: When the installation location information is determined to be the first area and the electric shock risk level is the first level, the high voltage device is set as the first high voltage device 200.

[0102] The high-voltage device is located in the first area and the electric shock risk level is the first level, which proves that the electric shock protection performance of the high-voltage device is good or that the high-voltage device is located in a position that is difficult for users to touch in the first area. Therefore, this type of high-voltage device can be set as the first high-voltage device 200.

[0103] The connectors of these high-voltage devices are located in places difficult for users to access. When the connectors become loose or disconnected, there is generally no risk of electric shock to non-vehicle maintenance personnel. Inspecting, repairing, and replacing the connectors of these high-voltage devices is relatively difficult. Therefore, a star-connected interlock scheme is used for these high-voltage devices. This means that the low-voltage interlock circuit in the connectors connected to these high-voltage devices is independently detected by their controller, and the detection results are reported to the domain controller or central controller.

[0104] Therefore, all first high-voltage devices 200 are located in the first region, and the first low-voltage interlock circuits of all first high-voltage devices 200 are connected in parallel. The first low-voltage interlock circuit of each first high-voltage device 200 is detected by its own independent control unit, and the detection results are reported to the controller of the vehicle 100. When one or more first high-voltage devices 200 have a high-voltage interlock fault, the faulty first high-voltage device 200 can be accurately and quickly identified.

[0105] Step S220: When the installation location information is determined to be the first area and the electric shock risk level is the second level, the high-voltage device is set as the second high-voltage device.

[0106] The high-voltage device is located in the first area and its electric shock risk level is the second level, indicating that the user is likely to come into contact with the high-voltage device and there is a significant risk of electric shock.

[0107] The connectors of these high-voltage devices are located in the most easily accessible positions, posing a significant risk of electric shock if the connectors become loose or disconnected. Furthermore, inspecting, repairing, and replacing the connectors of these high-voltage devices is relatively easy. Therefore, these high-voltage devices employ a ring interlock scheme, connecting the low-voltage interlock circuits of these devices in series, and monitoring them by the front-end controller or vehicle controller.

[0108] Therefore, all the second high-voltage devices 300 are located in the first area, and the second low-voltage interlock circuits of all the second high-voltage devices 300 are connected in series. The controller of the vehicle 100 detects the second low-voltage interlock circuits of all the second high-voltage devices 300. When one or more of the second high-voltage devices 300 experience a high-voltage interlock fault, if the controller of the vehicle 100 considers there to be a significant safety risk, it can disable all associated second high-voltage devices 300 to ensure the stability and reliability of the electrical connection and avoid electric shock accidents.

[0109] Reference Figure 3 As shown, in some embodiments, step S200, which marks multiple high-voltage devices as a first high-voltage device, a second high-voltage device, or a third high-voltage device based on installation location information and electric shock risk level, includes the following steps.

[0110] Step S230: When the installation location information is determined to be the second area and the electric shock risk level is the first level, the high-voltage device is set as the third high-voltage device.

[0111] When high-voltage devices are located in the second zone, the risk of electric shock is generally classified as Level 1 because users have limited access to them. However, since these devices are typically connected to the vehicle's battery pack, their connectors are generally not touched. Therefore, while there is usually no risk of electric shock if the connectors become loose or disconnected, inspecting, repairing, or replacing them is relatively difficult, requiring battery pack disassembly. Thus, these high-voltage devices are designated as the third type of high-voltage device.

[0112] The third low-voltage interlock circuits of all the third high-voltage devices 400 are connected in series, and the controller of the vehicle 100 monitors all the third low-voltage interlock circuits of the third high-voltage devices 400. When one or more third high-voltage devices 400 experience a high-voltage interlock fault, if the controller of the vehicle 100 deems there to be a significant safety risk, it can disable all associated third high-voltage devices 400 to ensure the stability and reliability of the electrical connection and prevent battery pack electric shock accidents.

[0113] In some embodiments, the vehicle 100 has a front engine compartment 110, a floor 120 and a trunk 130. Step S120 involves dividing the vehicle 100 into a first area and a second area, including the following steps.

[0114] Step S121: The front engine compartment 110 is designated as the first area, and the undercarriage 120 and the trunk 130 are designated as the second area.

[0115] The locations where high-voltage devices can be installed on vehicle 100 are generally the front engine compartment 110, the undercarriage 120, and the rear trunk 130.

[0116] In this embodiment, the front engine compartment 110 is designated as the first area because the user can directly open the front engine compartment cover and touch some of the high-voltage components in the front engine compartment 110.

[0117] Users cannot directly touch the high-voltage devices under the vehicle 120, and the high-voltage devices in the trunk 130 are generally covered by the interior panels or trays of the vehicle 100. Users cannot touch the high-voltage devices in the trunk 130 without removing the aforementioned trays. Therefore, the vehicle 120 and the trunk 130 are designated as the second area.

[0118] Reference Figure 4 As shown, in some embodiments, the design method further includes the following steps.

[0119] Step S600: Configure a first controller for each first low-voltage interlock circuit, and configure the first controller to detect whether an interlock fault occurs in the connected first low-voltage interlock circuit.

[0120] Each first low-voltage interlock circuit is equipped with an independent first controller. The first controller detects the first low-voltage interlock circuit. When any first low-voltage interlock circuit experiences an interlock fault, the first controller controls the corresponding first low-voltage interlock circuit to disconnect.

[0121] Step S700: Configure a second controller for all second low-voltage interlock circuits, and configure the second controller to detect whether any second low-voltage interlock circuit has an interlock fault.

[0122] All second low-pressure interlock circuits need to be connected to the second controller of vehicle 100 so that the second controller can detect all second low-pressure interlock circuits. When any second low-pressure interlock circuit has an interlock fault, the second controller can disconnect the series circuit formed by all second low-pressure interlock circuits.

[0123] Step S800: Configure a third controller for all third low-voltage interlock circuits, and configure the third controller to detect whether any third low-voltage interlock circuit has an interlock fault.

[0124] All third low-pressure interlock circuits need to be connected to the third controller of vehicle 100 so that the third controller can detect all third low-pressure interlock circuits. When any third low-pressure interlock circuit has an interlock fault, the third controller can disconnect the series circuit formed by all third low-pressure interlock circuits.

[0125] refer to Figure 5 A high-voltage interlocking system according to an embodiment of the present invention is described below. The high-voltage interlocking system is designed according to the design method described above. The high-voltage interlocking system is described below with specific examples.

[0126] Reference Figure 5 As shown, the high-voltage interlocking system of this invention is designed according to the above-described design method.

[0127] The high-voltage interlock system is obtained by executing the design method described in the above embodiments, for example, executing... Figure 1 Method steps S100 to S400 Figure 2 Method steps S110 to S160, Figure 3 The method steps S210 to S230, etc.

[0128] Reference Figure 5 As shown, the high-voltage interlock system of this invention is applied to a vehicle 100, which includes a front engine compartment 110, a chassis 120, and a rear trunk 130.

[0129] The high-voltage interlocking system includes multiple first high-voltage devices 200, multiple second high-voltage devices 300, and multiple third high-voltage devices 400.

[0130] Multiple first high-voltage devices 200 are disposed in the forward engine compartment 110. Each first high-voltage device 200 has a first plug-in interface, which is sealed by the housing or other components. Each first high-voltage device 200 has a first low-voltage interlock circuit, and multiple first high-voltage interlock circuits are connected in parallel.

[0131] Multiple second high-voltage devices 300 are disposed in the forward engine compartment 110. Each second high-voltage device 300 has a second connector exposed in the forward engine compartment 110. Each second high-voltage device 300 has a second low-voltage interlock circuit, and multiple second low-voltage interlock circuits are connected in series.

[0132] Multiple third high-voltage devices 400 are installed in the vehicle undercarriage 120 and the trunk 130. Each third high-voltage device 400 has a third low-voltage interlock circuit, and multiple third low-voltage interlock circuits are connected in series.

[0133] This invention also provides a vehicle that includes the high-voltage interlock system described above.

[0134] When a high-voltage interlock fault is detected in the first high-voltage device 200 or the second high-voltage device 300 located in the front engine compartment 110 and lasts for 1 second, the vehicle controller adopts the following fault handling strategy: First, a long-term reminder will be displayed on the instrument panel that the vehicle has an interlock fault and that the user should contact maintenance personnel. The user should not open the front engine compartment hood, and an alarm sound will be accompanied by this reminder. If the vehicle is in motion (vehicle speed greater than 3 km / h): Power-off will not be forced unless the user performs a power-off operation. The vehicle must ensure the user's driving needs, but high-speed driving is prohibited (output power of the motor will be limited). If the vehicle is in a high-voltage powered-on stationary state: when the front engine compartment hood is open, high voltage will be forcibly deactivated and high voltage will be prohibited. When the front engine compartment hood is closed, the user is not restricted from accessing or deactivating high voltage, and the vehicle is allowed to engage gears but driving power is limited. Charging / discharging, remote functions, and automatic parking functions are prohibited. If the vehicle is in a stationary high-voltage powered-off state: when the front engine compartment hood is open, high voltage will be prohibited. When the front engine compartment hood is closed, the user is not restricted from accessing or deactivating high voltage, and charging / discharging, remote functions, and remote vehicle system upgrades are prohibited. When the interlock fault disappears for 1 second, the corresponding high-voltage device controller clears the fault, and the vehicle exits the fault handling process.

[0135] When a high-voltage interlock fault is detected in the third high-voltage device 400 located under the vehicle (120) or in the trunk (130) and lasts for 1 second, the vehicle controller adopts the following fault handling strategy: First, a long-term reminder is displayed on the instrument panel that the vehicle has an interlock fault and the user should contact maintenance personnel, accompanied by an alarm sound. If the vehicle is in motion (speed greater than 3 km / h): Power off is not forced unless the user performs a power-off operation; the vehicle must ensure the user's driving needs, but high-speed driving is prohibited (power output of the motor is limited). If the vehicle is in a high-voltage powered-on stationary state: The user is not restricted from accessing or removing the high voltage, and the vehicle is allowed to engage gears but its driving power is limited; charging / discharging, remote functions, and automatic parking functions are prohibited. If the vehicle is in a stationary high-voltage powered-off state: The user is not restricted from accessing or removing the high voltage, and charging / discharging, remote functions, and remote vehicle system upgrades are prohibited. When the interlock fault disappears and lasts for 1 second, the corresponding high-voltage device controller clears the fault, and the vehicle exits fault handling.

[0136] The vehicle can be a private car, such as a sedan, SUV, MPV, or pickup truck. It can also be a commercial vehicle, such as a van, bus, small truck, or large semi-trailer. The vehicle must be a new energy vehicle, which can be a hybrid or a pure electric vehicle.

[0137] Since the vehicle applies all the technical solutions of the above-mentioned high-voltage interlock system, it has at least all the beneficial effects brought about by the technical solutions of the above embodiments, which will not be repeated here.

Claims

1. A method of designing a high voltage interlock system, characterized by, The application discloses a design method for a high-voltage interlocking system of a vehicle, wherein the vehicle is provided with a plurality of high-voltage devices, and the design method comprises the following steps: obtaining installation position information and electric shock risk level of the high-voltage devices; marking the high-voltage devices as first high-voltage devices, second high-voltage devices or third high-voltage devices according to the installation position information and the electric shock risk level, wherein the installation position of the third high-voltage devices is different from that of the first high-voltage devices and the second high-voltage devices, the electric shock risk of the second high-voltage devices is greater than that of the first high-voltage devices and the third high-voltage devices, the first high-voltage devices and the second high-voltage devices are located in the same region, and the electric shock risk of the first high-voltage devices is the same as that of the third high-voltage devices; when the high-voltage devices are marked as the first high-voltage devices, configuring a first low-voltage interlocking loop for each first high-voltage device, and connecting all the first low-voltage interlocking loops in parallel; when the high-voltage devices are marked as the second high-voltage devices, configuring a second low-voltage interlocking loop for each second high-voltage device, and connecting all the second low-voltage interlocking loops in series; when the high-voltage devices are marked as the third high-voltage devices, configuring a third low-voltage interlocking loop for each third high-voltage device, and connecting all the third low-voltage interlocking loops in series.

2. The method of designing a high voltage interlock system according to claim 1, wherein, The obtaining of the installation position information and the electric shock risk level of the high-voltage devices comprises the following steps: dividing the electric shock risk level into a first level and a second level, wherein the electric shock risk of the second level is greater than that of the first level; dividing the vehicle from front to back into a first region and a second region, and determining whether the high-voltage devices are located in the first region or the second region.

3. The method of designing a high voltage interlock system of claim 2, wherein, Each high-voltage device is provided with a plug-in interface, and the obtaining of the installation position information and the electric shock risk level of the high-voltage devices further comprises the following steps: when it is determined that the high-voltage devices are located in the first region, determining whether the plug-in interface is exposed to the first region; when it is determined that the plug-in interface is not exposed to the first region, setting the electric shock risk level as the first level; when it is determined that the plug-in interface is exposed to the first region, setting the electric shock risk level as the second level.

4. The method of designing a high voltage interlock system of claim 3, wherein, The marking of the high-voltage devices as first high-voltage devices, second high-voltage devices or third high-voltage devices according to the installation position information and the electric shock risk level comprises the following steps: when it is determined that the installation position information is the first region and the electric shock risk level is the first level, marking the high-voltage devices as the first high-voltage devices; when it is determined that the installation position information is the first region and the electric shock risk level is the second level, marking the high-voltage devices as the second high-voltage devices.

5. The method of designing a high voltage interlock system of claim 2, wherein, The obtaining of the installation position information and the electric shock risk level of the high-voltage devices further comprises the following steps: when it is determined that the high-voltage devices are located in the second region, setting the electric shock risk level as the first level; The marking of the high-voltage devices as first high-voltage devices, second high-voltage devices or third high-voltage devices according to the installation position information and the electric shock risk level further comprises the following steps: When it is determined that the installation location information is the second region and the electric shock risk level is the first level, the high-voltage device is set as the third high-voltage device.

6. The method of designing a high voltage interlock system of claim 2, wherein, The vehicle has a front engine compartment, a vehicle bottom and a trunk, and the vehicle is divided into a first region and a second region from front to back, and the method further comprises: The front engine compartment is set as the first region, and the vehicle bottom and the trunk are set as the second region.

7. The method of designing a high voltage interlock system of claim 1, wherein, The design method of the high-voltage interlocking system further comprises: A first controller is configured for each first low-voltage interlocking loop, and the first controller is configured to detect whether the connected first low-voltage interlocking loop has an interlocking fault; A second controller is configured for all second low-voltage interlocking loops, and the second controller is configured to detect whether any one of the second low-voltage interlocking loops has an interlocking fault; A third controller is configured for all third low-voltage interlocking loops, and the third controller is configured to detect whether any one of the third low-voltage interlocking loops has an interlocking fault.

8. A high voltage interlock system characterized by, The high-voltage interlocking system is designed according to the design method of the high-voltage interlocking system of any one of claims 1-7.

9. The high-voltage interlock system of claim 8, wherein, The vehicle has a front engine compartment, a vehicle bottom and a trunk, and the high-voltage interlocking system comprises: A plurality of first high-voltage devices are arranged in the front engine compartment, each first high-voltage device is provided with a first low-voltage interlocking loop, and all first low-voltage interlocking loops are connected in parallel; A plurality of second high-voltage devices are arranged in the front engine compartment, each second high-voltage device is provided with a second low-voltage interlocking loop, and all second low-voltage interlocking loops are connected in series; A plurality of third high-voltage devices are arranged in the vehicle bottom and / or the trunk, each third high-voltage device is provided with a third low-voltage interlocking loop, and all third low-voltage interlocking loops are connected in series.

10. A vehicle characterized by comprising: The high-voltage interlocking system comprises the high-voltage interlocking system of claim 8 or 9.

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