A vehicle power-on control method, a storage medium and a vehicle

Abstract

The application provides a vehicle power-on control method, a storage medium and a vehicle, and belongs to the technical field of vehicles. According to the application, in the case that a high-voltage interlock fault signal exists in the vehicle, the first pre-charging operation of each high-voltage component is controlled, the accurate diagnosis of the high-voltage fault can be realized according to the terminal voltage of each high-voltage component, and then in the case that it is determined that the vehicle does not have a high-voltage fault, the second pre-charging operation of each high-voltage component is controlled, so that each high-voltage component completes pre-charging. In this way, the situation that the vehicle cannot be powered on due to only the interlock pin fault of the low-voltage connector can be effectively avoided, the availability of the vehicle is improved while the power-on safety is ensured, and the vehicle use experience of the user is improved.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of vehicles, in particular to a vehicle power-on control method, a storage medium and a vehicle. BACKGROUND

[0002] High-voltage interlocking is a safety design method for monitoring the integrity of a high-voltage loop with a low-voltage signal, that is, by detecting the on-off state of a low-voltage connector interlocked with a high-voltage connector, the connection state of the high-voltage connector is indirectly determined.

[0003] In related technologies, when a vehicle is powered on, if the interlocking pin of the low-voltage connector is abnormal, the high-voltage interlocking fault will be triggered regardless of whether the high-voltage connector is connected properly, thereby affecting the power-on of the vehicle. SUMMARY

[0004] The present application provides a vehicle power-on control method, a storage medium and a vehicle to solve the problem that the vehicle cannot be normally powered on due to only the abnormal interlocking pin of the low-voltage connector.

[0005] To solve the above problems, the present application adopts the following technical solutions:

[0006] In a first aspect, the present application provides a vehicle power-on control method, which comprises:

[0007] In response to a vehicle power-on instruction, it is determined whether the vehicle has a high-voltage interlocking fault signal;

[0008] In a case where it is determined that the vehicle has the high-voltage interlocking fault signal, each high-voltage component is controlled to perform a first pre-charging operation, and the terminal voltage of each high-voltage component is obtained;

[0009] Based on the terminal voltage of each high-voltage component, it is determined whether the vehicle has a high-voltage fault;

[0010] In a case where it is determined that the vehicle has the high-voltage fault, each high-voltage component is controlled to stop pre-charging;

[0011] In a case where it is determined that the vehicle does not have the high-voltage fault, each high-voltage component is controlled to perform a second pre-charging operation so that each high-voltage component completes pre-charging.

[0012] In an embodiment of the present application, controlling each high-voltage component to perform a first pre-charging operation comprises:

[0013] Based on a preset safe pre-charging current, each high-voltage component is controlled to perform pre-charging operation; wherein the safe pre-charging current is less than a default pre-charging current in a case where the vehicle does not have the high-voltage interlocking fault signal.

[0014] In an embodiment of the present application, the method further comprises:

[0015] In the case that any of the terminal voltages reaches the voltage threshold, determining a minimum terminal voltage among the terminal voltages;

[0016] In the case that a first voltage difference between the voltage threshold and the minimum terminal voltage is greater than a voltage difference threshold, determining that the vehicle has the high-voltage fault;

[0017] In the case that the first voltage difference between the voltage threshold and the minimum terminal voltage is less than or equal to the voltage difference threshold, determining that the vehicle does not have the high-voltage fault.

[0018] In an embodiment of the present application, the method further comprises:

[0019] In the case that all of the terminal voltages are less than the voltage threshold, determining a maximum terminal voltage and a minimum terminal voltage among the terminal voltages;

[0020] In the case that a second voltage difference between the maximum terminal voltage and the minimum terminal voltage is greater than a voltage difference threshold, determining that the vehicle has the high-voltage fault;

[0021] In the case that the maximum terminal voltage reaches the voltage threshold, if the second voltage difference is less than or equal to the voltage difference threshold, determining that the vehicle does not have the high-voltage fault.

[0022] In an embodiment of the present application, the method further comprises:

[0023] Determining the voltage threshold based on a safety voltage and a system detection error.

[0024] In an embodiment of the present application, the method further comprises:

[0025] Controlling each of the high-voltage components to perform a second pre-charging operation so as to complete pre-charging of each of the high-voltage components based on the default pre-charging current.

[0026] In an embodiment of the present application, the method further comprises:

[0027] In the case that it is determined that the vehicle does not have the high-voltage interlock fault signal, controlling each of the high-voltage components to perform a third pre-charging operation so as to complete pre-charging of each of the high-voltage components.

[0028] In an embodiment of the present application, the method further comprises:

[0029] determine a target pre-charging voltage based on a battery voltage of a high-voltage battery and a preset pre-charging ratio;

[0030] determine that each of the high-voltage components is pre-charged in a case where the end voltage of each of the high-voltage components reaches the target pre-charging voltage.

[0031] In a second aspect, based on the same inventive concept, an embodiment of the present application provides a vehicle power-on control device, the vehicle power-on control device comprising:

[0032] a fault signal determination module configured to determine whether a high-voltage interlock fault signal exists in the vehicle in response to a vehicle power-on instruction;

[0033] a first pre-charging control module configured to control each of the high-voltage components to perform a first pre-charging operation and acquire an end voltage of each of the high-voltage components in a case where it is determined that the high-voltage interlock fault signal exists in the vehicle;

[0034] a high-voltage fault determination module configured to determine whether a high-voltage fault exists in the vehicle based on the end voltage of each of the high-voltage components;

[0035] a second pre-charging control module configured to control each of the high-voltage components to stop pre-charging in a case where it is determined that the high-voltage fault exists in the vehicle;

[0036] a third pre-charging control module configured to control each of the high-voltage components to perform a second pre-charging operation to complete pre-charging of each of the high-voltage components in a case where it is determined that the high-voltage fault does not exist in the vehicle.

[0037] In an embodiment of the present application, the first pre-charging control module comprises:

[0038] a first pre-charging control submodule configured to control each of the high-voltage components to perform a pre-charging operation based on a preset safe pre-charging current, wherein the safe pre-charging current is less than a default pre-charging current in a case where the high-voltage interlock fault signal does not exist in the vehicle.

[0039] In an embodiment of the present application, the high-voltage fault determination module comprises:

[0040] a minimum end voltage determination submodule configured to determine a minimum end voltage among the end voltages in a case where any of the end voltages reaches a voltage threshold value;

[0041] a first fault determination submodule configured to determine that the high-voltage fault exists in the vehicle in a case where a first voltage difference between the voltage threshold value and the minimum end voltage is greater than a voltage difference threshold value;

[0042] The second fault determination submodule is configured to determine that the high-voltage fault does not exist in the vehicle when a first voltage difference between the voltage threshold and the minimum terminal voltage is less than or equal to the voltage difference threshold.

[0043] In an embodiment of the present application, the high-voltage fault determination module comprises:

[0044] The terminal voltage determination submodule is configured to determine a maximum terminal voltage and a minimum terminal voltage from the terminal voltages when each of the terminal voltages is less than a voltage threshold.

[0045] The third fault determination submodule is configured to determine that the high-voltage fault exists in the vehicle when a second voltage difference between the maximum terminal voltage and the minimum terminal voltage is greater than a voltage difference threshold.

[0046] The fourth fault determination submodule is configured to determine that the high-voltage fault does not exist in the vehicle when the maximum terminal voltage reaches the voltage threshold and the second voltage difference is less than or equal to the voltage difference threshold.

[0047] In an embodiment of the present application, the vehicle power-on control device further comprises:

[0048] The voltage threshold determination module is configured to determine the voltage threshold based on a safety voltage and a system detection error.

[0049] In an embodiment of the present application, the second pre-charging control module comprises:

[0050] The second pre-charging control submodule is configured to control each high-voltage component to perform a pre-charging operation based on the default pre-charging current, so that each high-voltage component completes pre-charging.

[0051] In an embodiment of the present application, the vehicle power-on control device further comprises:

[0052] The fourth pre-charging control module is configured to control each high-voltage component to perform a third pre-charging operation when it is determined that the high-voltage interlock fault signal does not exist in the vehicle, so that each high-voltage component completes pre-charging.

[0053] In an embodiment of the present application, the vehicle power-on control device further comprises:

[0054] The pre-charging voltage determination module is configured to determine a target pre-charging voltage based on a battery voltage of a high-voltage battery and a preset pre-charging ratio.

[0055] The pre-charging completion determination module is configured to determine that each high-voltage component completes pre-charging when the terminal voltage of each high-voltage component reaches the target pre-charging voltage.

[0056] In a third aspect, based on the same inventive concept, the embodiments of the present application provide a computer readable storage medium, which has a executable program stored thereon, and the executable program, when executed by a processor, implements the vehicle power-on control method in the first aspect of the present application.

[0057] In a fourth aspect, based on the same inventive concept, the embodiments of the present application provide a vehicle, comprising:

[0058] a memory configured to store an executable program;

[0059] a processor;

[0060] When the executable program is executed by the processor, the vehicle power-on control method in the first aspect of the present application is implemented.

[0061] Compared with the prior art, the present application has the following advantages:

[0062] The vehicle power-on control method provided by the embodiments of the present application first responds to a vehicle power-on instruction to determine whether there is a high-voltage interlock fault signal of the vehicle; then, in the case where it is determined that there is a high-voltage interlock fault signal of the vehicle, the first pre-charging operation is controlled to be performed on each high-voltage component, and the terminal voltage of each high-voltage component is obtained, and based on the terminal voltage of each high-voltage component, it is determined whether there is a high-voltage fault of the vehicle; finally, in the case where it is determined that there is a high-voltage fault of the vehicle, the pre-charging of each high-voltage component is stopped, or in the case where it is determined that there is no high-voltage fault of the vehicle, the second pre-charging operation is controlled to be performed on each high-voltage component, so that each high-voltage component completes the pre-charging. Through the first pre-charging operation of each high-voltage component in the case where there is a high-voltage interlock fault signal of the vehicle, the embodiments of the present application can accurately identify the high-voltage fault according to the terminal voltage of each high-voltage component, thereby effectively avoiding the situation that the vehicle cannot be powered on due to only the interlock pin fault of the low-voltage connector, ensuring the safety of power-on, improving the usability of the vehicle, and thus improving the user's driving experience. BRIEF DESCRIPTION OF DRAWINGS

[0063] In order to more clearly illustrate the technical solutions in the embodiments of the present application or the prior art, the following will briefly introduce the drawings needed to be used in the embodiments or the prior art description. Obviously, the drawings in the following description are only some embodiments of the present application, and for those skilled in the art, other drawings can also be obtained without creative labor based on these drawings.

[0064] Figure 1 is a step flow chart of a vehicle power-on control method in an embodiment of the present application;

[0065] Figure 2 is a flowchart of another vehicle power-on control method in an embodiment of the present application;

[0066] Figure 3 is a functional module schematic diagram of a vehicle power-on control device in an embodiment of the present application;

[0067] Figure 4 is a structural schematic diagram of a vehicle in an embodiment of the present application. DETAILED DESCRIPTION

[0068] The technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application. Obviously, the described embodiments are only a part of the embodiments of the present application, rather than all the embodiments of the present application. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative work fall within the scope of protection of the present application.

[0069] It should be noted that the design of the high-voltage interlock allows the low-voltage signal to be transmitted along the closed low-voltage loop. Once the low-voltage signal is interrupted, it indicates that one of the high-voltage connectors may be loose or detached. At this time, the controller triggers safety measures, such as cutting off the high-voltage power supply, to prevent potential safety risks.

[0070] When the vehicle is powered on, if the high-voltage battery is directly connected to the high-voltage components, due to the huge voltage difference between the two, it will cause an extremely high current to be generated instantaneously, which can easily cause the high-voltage connector of the high-voltage component to burn out. Therefore, pre-charging the high-voltage components has become an indispensable part of the vehicle power-on process.

[0071] However, due to the small size and relatively weak strength of the interlock pins or low-voltage connector pin terminals of some low-voltage connectors, when the vehicle is powered on, the interlock pins of the low-voltage connector may abnormally trigger a high-voltage interlock fault, while the power terminals of the high-voltage connector are normal, which greatly affects the user's driving experience.

[0072] In view of the problem that only the abnormal interlock pins of the low-voltage connector can cause the vehicle to fail to power on, the present application aims to provide a vehicle power-on control method. By controlling each high-voltage component to perform a first pre-charging operation in the presence of a high-voltage interlock fault signal, the method can accurately identify high-voltage faults according to the terminal voltage of each high-voltage component, thereby effectively avoiding the situation that only the interlock pin fault of the low-voltage connector causes the vehicle to fail to power on. The method ensures the safety of power-on while improving the usability of the vehicle, thereby improving the user's driving experience.

[0073] Based on the above architecture, referring to Figure 1 , a vehicle power-on control method is shown. The method can include the following steps:

[0074] S101: In response to the vehicle power-on instruction, it is determined whether the vehicle has a high-voltage interlock fault signal.

[0075] It should be noted that the execution subject of the present embodiment can be a computing service device with data processing, network communication and program running functions, or an electronic device with the above functions such as a car computer, a vehicle-mounted computer, etc. such as an ECU (Electronic Control Unit), a VCU (Vehicle Control Unit), a BMS (Battery Management System), etc. The present embodiment will be described with the BMS as the execution subject.

[0076] In the present embodiment, after receiving the vehicle power-on instruction, the BMS will perform fault detection to ensure that the vehicle is powered on in a safe condition. The fault detection includes detection of high-voltage interlock faults.

[0077] In a specific implementation, if the BMS detects that the vehicle has a high-voltage interlock fault signal, it means that the interlock pin of the high-voltage connector and / or the interlock pin of the low-voltage connector may have a short circuit or open circuit fault.

[0078] S102: In the case where it is determined that the vehicle has a high-voltage interlock fault signal, control each high-voltage component to perform a first pre-charging operation, and obtain the terminal voltage of each high-voltage component.

[0079] It should be noted that when the high-voltage system is powered on, in order to avoid direct closing of the positive and negative contactors causing instantaneous large current to damage the high-voltage loop and high-voltage components, a pre-charging operation is required. Specifically, the pre-charging operation means that the main negative contactor and the pre-charging contactor are first closed, and the high-voltage electricity is charged to the bus capacitor through the pre-charging loop. The pre-charging loop has a pre-charging resistor in series. According to Ohm's law I = U / R, the current during pre-charging is reduced to a range that the high-voltage loop can withstand, and the pre-charging resistor is used to limit the current to protect the high-voltage loop and high-voltage components. When the voltage difference between the bus capacitor voltage and the high-voltage battery voltage reaches a set value, the BMS determines that the pre-charging is complete, and controls the main positive contactor to be closed, and then controls the pre-charging contactor to be opened, and the vehicle is normally powered on high-voltage.

[0080] In the present embodiment, since both the interlock pin of the high-voltage connector and the interlock pin of the low-voltage connector can trigger a high-voltage interlock fault signal, the BMS will not stop powering on immediately after detecting that the vehicle has a high-voltage interlock fault signal, but will control each high-voltage component to perform a first pre-charging operation, and monitor the terminal voltage of each high-voltage component during the first pre-charging operation in real time, to further determine whether each high-voltage component has a high-voltage fault.

[0081] In the embodiment, the first pre-charging operation represents a pre-charging operation before the maximum terminal voltage in each high-voltage component reaches a voltage threshold. That is, the terminal voltage of each high-voltage component during the first pre-charging operation is less than or equal to the voltage threshold, which is less than the battery voltage of the high-voltage battery. In this way, the diagnosis of the high-voltage fault can be realized when the terminal voltage in each high-voltage component is small, thereby effectively ensuring the safety of the first pre-charging operation.

[0082] S103: Determine whether the vehicle has a high-voltage fault based on the terminal voltage of each high-voltage component.

[0083] In the embodiment, after the BMS performs the first pre-charging operation on each high-voltage component, the terminal voltage of each high-voltage component will continue to increase as the first pre-charging operation proceeds.

[0084] It should be noted that if the high-voltage loop of each high-voltage component is normal, the terminal voltage of each high-voltage component will steadily rise; if the high-voltage loop of a certain high-voltage component is abnormal, for example, when the power terminal of the high-voltage connector is not in good contact, it may cause the terminal voltage of the high-voltage component to fail to rise steadily, or even in the case of complete disconnection of the power terminal, there will be no terminal voltage.

[0085] In the embodiment, by monitoring the terminal voltage of each high-voltage component in real time, the loop integrity of each high-voltage component can be effectively determined, thereby realizing accurate diagnosis of the high-voltage fault.

[0086] S104: In the case where it is determined that the vehicle has a high-voltage fault, control each high-voltage component to stop pre-charging.

[0087] In the embodiment, if the BMS detects that the vehicle has a high-voltage fault, it means that the high-voltage interlock fault signal is caused by a fault such as an abnormal power terminal of the high-voltage connector. At this time, the pre-charging contactor and the main negative contactor will be immediately disconnected to control each high-voltage component to stop pre-charging and lower the high-voltage power.

[0088] In the embodiment, after the BMS controls the vehicle to lower the high-voltage power, it can also output a fault prompt information to remind the user to maintain the vehicle.

[0089] S105: In the case where it is determined that the vehicle does not have a high-voltage fault, control each high-voltage component to perform a second pre-charging operation to complete the pre-charging of each high-voltage component.

[0090] In the embodiment, if the BMS detects that the vehicle has a high-voltage fault, it means that the contact state of the high-voltage connector is good, and the high-voltage interlock fault signal is only caused by an abnormal interlock pin of the low-voltage connector. At this time, the BMS will control each high-voltage component to perform a second pre-charging operation, so that the vehicle can be normally powered on.

[0091] It should be noted that the second pre-charging operation represents the pre-charging operation remaining in the entire pre-charging operation except the first pre-charging operation. That is, the BMS will keep the main negative contactor and the pre-charging contactor closed until each high-voltage component meets the pre-charging completion condition, and the second pre-charging operation ends.

[0092] In the embodiment, after each high-voltage component completes the pre-charging, the main positive contactor can be controlled to be closed, and then the pre-charging contactor is controlled to be disconnected, so that the vehicle completes the power-on.

[0093] In the embodiment, by controlling each high-voltage component to perform the first pre-charging operation in the case that the vehicle has the high-voltage interlock fault signal, accurate identification of the high-voltage fault can be realized according to the terminal voltage of each high-voltage component, thereby effectively avoiding the situation that the vehicle cannot be powered on due to only the interlock pin fault of the low-voltage connector, ensuring the safety of power-on, improving the usability of the vehicle, and further improving the user's driving experience.

[0094] In a possible implementation, the step of controlling each high-voltage component to perform the first pre-charging operation in S102 can specifically include the following sub-steps:

[0095] S102-1: Control each high-voltage component to perform a pre-charging operation based on a preset safe pre-charging current.

[0096] In the embodiment, the safe pre-charging current is smaller than a default pre-charging current in the case that the vehicle does not have the high-voltage interlock fault signal.

[0097] In the embodiment, considering that the default pre-charging current is usually large when performing a conventional pre-charging operation, the terminal voltage of the high-voltage component will rapidly rise in a short time, and due to the existence of communication delay and switching device action delay, the BMS can not accurately control the terminal voltage of each high-voltage component, resulting in the situation that the terminal voltage exceeds the voltage threshold. Therefore, by performing the first pre-charging operation according to the safe pre-charging current with a lower current value, the rising rate of the terminal voltage can be effectively slowed down, thereby improving the control accuracy of the terminal voltage and avoiding the situation that the terminal voltage of each high-voltage component is out of control during the first pre-charging operation.

[0098] In a specific implementation, the pre-charging resistor can be a variable resistor. When each high-voltage component is controlled to perform the first pre-charging operation, a first target resistance value of the variable resistor can be determined based on the battery voltage of the high-voltage battery and the safe pre-charging current, and then the pre-charging current can reach the safe pre-charging current by controlling the variable resistor to be at the first target resistance value.

[0099] In a practical implementation, the low-voltage battery can also be used as a pre-charge source during the first pre-charge operation. Specifically, the low-voltage battery is connected to the pre-charge circuit via a voltage conversion device. That is, the positive and negative terminals of the low-voltage battery are connected to the input terminal of the voltage conversion device, and the output terminal of the voltage conversion device is connected in parallel with the high-voltage battery. This device is used to replace the high-voltage battery in the pre-charge circuit during the first pre-charge operation. Due to the presence of the voltage conversion device, the BMS can control the voltage conversion device to output according to a safe pre-charge current.

[0100] In this embodiment, by controlling each high-voltage component to perform pre-charging operation based on a preset safe pre-charging current, precise control of the terminal voltage of each high-voltage component can be achieved during the first pre-charging operation, thereby enabling timely diagnosis of high-voltage faults.

[0101] In one feasible implementation, S103 may specifically include the following sub-steps:

[0102] S103-A1: Determine the minimum terminal voltage among all terminal voltages when any terminal voltage reaches a voltage threshold.

[0103] In this embodiment, during the real-time detection of the terminal voltage of each high-voltage component, once the BMS detects that any terminal voltage has reached the voltage threshold, it will determine the minimum terminal voltage among all terminal voltages, and then determine that there is a high-voltage fault in the vehicle based on the comparison between the minimum terminal voltage and the voltage threshold.

[0104] S103-A2: If the first voltage difference between the voltage threshold and the minimum terminal voltage is greater than the voltage difference threshold, it is determined that there is a high voltage fault in the vehicle.

[0105] It should be noted that the voltage difference threshold represents the maximum voltage difference allowed between high-voltage components during the pre-charge process.

[0106] In this embodiment, if the BMS detects that the first voltage difference is greater than the voltage difference threshold, it indicates that the voltage difference between the high-voltage components is large, and some high-voltage components may have faults such as abnormal connections, preventing them from successfully increasing the voltage, thus determining that there is a high-voltage fault in the vehicle. The voltage difference threshold can be set to 10V.

[0107] S103-A3: If the first voltage difference between the voltage threshold and the minimum terminal voltage is less than or equal to the voltage difference threshold, it is determined that there is no high voltage fault in the vehicle.

[0108] In this embodiment, if the BMS detects that the first voltage difference is greater than the voltage difference threshold, it indicates that the voltage difference between the various high-voltage components is small, and the terminal voltage of each high-voltage component is steadily increasing. At this time, it is determined that there is no high-voltage fault in the vehicle, and the vehicle can be controlled to perform a power-on operation.

[0109] In the embodiment, by comparing and analyzing the end voltages of the high-voltage components during the first pre-charging operation, the high-voltage fault can be accurately diagnosed.

[0110] In an implementable embodiment, S103 can specifically include the following sub-steps:

[0111] S103-B1: determining the maximum end voltage and the minimum end voltage among the end voltages when each end voltage is less than the voltage threshold.

[0112] In the embodiment, the BMS determines the maximum end voltage and the minimum end voltage among the end voltages in real time during the first pre-charging operation of the high-voltage components, and then determines that the vehicle has a high-voltage fault according to the comparison result between the maximum end voltage and the minimum end voltage.

[0113] S103-B2: determining that the vehicle has a high-voltage fault when the second voltage difference between the maximum end voltage and the minimum end voltage is greater than the voltage difference threshold.

[0114] In the embodiment, if the BMS detects that the second voltage difference is greater than the voltage difference threshold, it means that a large voltage difference between the high-voltage components has occurred before the maximum end voltage reaches the voltage threshold, and thus it is determined that the vehicle has a high-voltage fault.

[0115] In the embodiment, if the BMS detects that the second voltage difference is less than or equal to the voltage difference threshold, it continues to perform the first pre-charging operation on the high-voltage components until the maximum end voltage reaches the voltage threshold.

[0116] S103-B3: if the second voltage difference is less than or equal to the voltage difference threshold when the maximum end voltage reaches the voltage threshold, determining that the vehicle does not have a high-voltage fault.

[0117] In the embodiment, if the BMS detects that the second voltage difference is less than or equal to the voltage difference threshold when the maximum end voltage reaches the voltage threshold, it means that the end voltages of the high-voltage components are all rising stably. At this time, it is determined that the vehicle does not have a high-voltage fault and can normally perform the power-on operation.

[0118] In the embodiment, by calculating the second voltage difference between the maximum end voltage and the minimum end voltage in real time, compared with S103-A1 to S103-A3, the high-voltage fault of the vehicle can be found earlier, and thus when the vehicle has a high-voltage fault, the high-voltage components can be controlled to stop pre-charging and power off in time.

[0119] In the embodiment, to determine a suitable voltage threshold, the vehicle power-on control method can further include the following step: determining the voltage threshold based on the safety voltage and the system detection error.

[0120] In this embodiment, the safe voltage represents a voltage level that is relatively safe for human body. Specifically, according to the requirements of the national standard GB / T 18384.3-2015 “Safety requirements for electric vehicles Part 3: Protection against electric shock”, in direct current, the maximum working voltage should be less than or equal to 60V. Therefore, the safe voltage can be set to 60V.

[0121] In this embodiment, the system detection error represents the detection error of the terminal voltage of each high-voltage component, for example, ±5V.

[0122] In a specific implementation, the difference between the safe voltage and the maximum value of the system detection error can be determined as the voltage threshold. For example, the voltage threshold can be set to (60V-5V=) 55V.

[0123] In this embodiment, by comprehensively considering the safe voltage and the system detection error, the BMS can determine the voltage threshold that meets the personnel safety requirements, thereby ensuring the safety of the first pre-charging operation.

[0124] In a feasible implementation, the step of controlling each high-voltage component to perform the second pre-charging operation in S105 can specifically include the following sub-steps:

[0125] S105-1: Based on the default pre-charging current, control each high-voltage component to perform the pre-charging operation, so that each high-voltage component completes the pre-charging.

[0126] It should be noted that the default pre-charging current represents the pre-charging current in the case where the vehicle does not have a high-voltage interlock fault signal.

[0127] In this embodiment, during the first pre-charging operation of each high-voltage component, once it is determined that the vehicle does not have a high-voltage fault, the BMS will immediately perform the second pre-charging operation on each high-voltage component to improve the pre-charging efficiency.

[0128] In a specific implementation, if the pre-charging resistor is a variable resistor, when performing the second pre-charging operation on each high-voltage component, the second target resistance value of the variable resistor can be determined based on the battery voltage of the high-voltage battery and the default pre-charging current, and then the variable resistor is controlled to be at the second target resistance value, so that the pre-charging current is increased from the safe pre-charging current to the default pre-charging current.

[0129] In a specific implementation, if during the first pre-charging operation, the low-voltage storage battery performs the first pre-charging operation on each high-voltage component through the voltage conversion device, when performing the second pre-charging operation on each high-voltage component, the voltage conversion device is controlled to output according to the default pre-charging current.

[0130] In the embodiment, by performing the second pre-charging operation on each high-voltage component according to the default pre-charging current when it is determined that the vehicle does not have a high-voltage fault, the pre-charging of each high-voltage component can be quickly completed, and the power-on speed of the vehicle is ensured.

[0131] In an available embodiment, the vehicle power-on control method can further include the following steps:

[0132] S201: controlling each high-voltage component to perform a third pre-charging operation to complete pre-charging of each high-voltage component when it is determined that the vehicle does not have a high-voltage interlock fault signal.

[0133] In the embodiment, if the BMS detects that the vehicle does not have a high-voltage interlock fault signal, it means that each high-voltage component is working normally, and at this time, the pre-charging operation of each high-voltage component can be directly controlled according to the default pre-charging current to maximize the pre-charging efficiency.

[0134] In an available embodiment, the vehicle power-on control method can further include the following steps:

[0135] S301: determining a target pre-charging voltage based on the battery voltage of the high-voltage battery and a preset pre-charging ratio.

[0136] In the embodiment, considering that different models of high-voltage batteries can have different voltage levels, a suitable target pre-charging voltage can be determined based on the preset pre-charging ratio.

[0137] For example, the pre-charging ratio can be set to 98%, and when the battery voltage of the high-voltage battery is 400V, the target pre-charging voltage is (400 x 98% =) 392V.

[0138] S302: determining that each high-voltage component completes pre-charging when the terminal voltage of each high-voltage component reaches the target pre-charging voltage.

[0139] In the embodiment, if the BMS detects that the terminal voltage of each high-voltage component reaches the target pre-charging voltage, it means that each high-voltage component has completed pre-charging, and then the main positive contactor is controlled to be closed and the pre-charging contactor is controlled to be opened, and the vehicle power-on is completed.

[0140] In the embodiment, compared with the method of using the difference between the battery voltage of the high-voltage battery and the fixed threshold as the target pre-charging voltage, by setting the pre-charging ratio, the target pre-charging voltage can be flexibly adjusted according to different voltage levels of the high-voltage battery, and the pre-charging efficiency is improved while ensuring the effectiveness of pre-charging.

[0141] Reference Figure 2, shows the flow diagram of another vehicle power-on control method of the application. The BMS will first determine whether there is a high-voltage interlock fault signal in the vehicle; if there is no high-voltage interlock fault signal, perform the third pre-charging operation based on the default pre-charging current; if there is a high-voltage interlock fault signal, perform the first pre-charging operation based on the safe pre-charging current, and during the first pre-charging operation, determine whether there is a high-voltage fault in the vehicle based on the terminal voltage of each high-voltage component; if there is a high-voltage fault, stop the pre-charging operation, and the vehicle power-on fails; if there is no high-voltage fault, perform the second pre-charging operation based on the default pre-charging current; during the execution of the second pre-charging operation or the third pre-charging operation, determine whether the terminal voltage of each high-voltage component reaches the target pre-charging voltage; if each terminal voltage reaches the target pre-charging voltage, it is determined that the vehicle completes the pre-charging, and the vehicle power-on is successful; if each terminal voltage cannot reach the target pre-charging voltage, it is determined that the vehicle power-on fails.

[0142] In this embodiment, by adding the identification of high-voltage faults on the basis of the high-voltage interlock fault signal, the situation that the vehicle cannot be powered on due to only the interlock pin fault of the low-voltage connector can be effectively avoided, the availability of the vehicle is improved while ensuring the safety of power-on, and the user's driving experience is improved.

[0143] In a second aspect, based on the same inventive concept, referring to Figure 3 The vehicle power-on control device 300 provided by the embodiment of the application comprises:

[0144] The fault signal determination module 301 is configured to determine whether there is a high-voltage interlock fault signal in the vehicle in response to a vehicle power-on instruction;

[0145] The first pre-charging control module 302 is configured to control each high-voltage component to perform a first pre-charging operation and acquire the terminal voltage of each high-voltage component when it is determined that there is a high-voltage interlock fault signal in the vehicle;

[0146] The high-voltage fault determination module 303 is configured to determine whether there is a high-voltage fault in the vehicle based on the terminal voltage of each high-voltage component;

[0147] The second pre-charging control module 304 is configured to control each high-voltage component to stop pre-charging when it is determined that there is a high-voltage fault in the vehicle;

[0148] The third pre-charging control module 305 is configured to control each high-voltage component to perform a second pre-charging operation to complete the pre-charging of each high-voltage component when it is determined that there is no high-voltage fault in the vehicle.

[0149] In an embodiment of the application, the first pre-charging control module 302 comprises:

[0150] The first pre-charging control submodule is configured to control each high-voltage component to perform pre-charging based on a preset safe pre-charging current, wherein the safe pre-charging current is less than a default pre-charging current in the case where there is no high-voltage interlock fault signal of the vehicle.

[0151] In an embodiment of the present application, the high-voltage fault determination module 303 comprises:

[0152] The minimum terminal voltage determination submodule is configured to determine a minimum terminal voltage among the terminal voltages in the case where any terminal voltage reaches the voltage threshold value.

[0153] The first fault determination submodule is configured to determine that there is a high-voltage fault of the vehicle in the case where a first voltage difference between the voltage threshold value and the minimum terminal voltage is greater than the voltage difference threshold value.

[0154] The second fault determination submodule is configured to determine that there is no high-voltage fault of the vehicle in the case where the first voltage difference between the voltage threshold value and the minimum terminal voltage is less than or equal to the voltage difference threshold value.

[0155] In an embodiment of the present application, the high-voltage fault determination module 303 comprises:

[0156] The terminal voltage determination submodule is configured to determine a maximum terminal voltage and a minimum terminal voltage among the terminal voltages in the case where each terminal voltage is less than the voltage threshold value.

[0157] The third fault determination submodule is configured to determine that there is a high-voltage fault of the vehicle in the case where a second voltage difference between the maximum terminal voltage and the minimum terminal voltage is greater than the voltage difference threshold value.

[0158] The fourth fault determination submodule is configured to determine that there is no high-voltage fault of the vehicle in the case where the maximum terminal voltage reaches the voltage threshold value and the second voltage difference is less than or equal to the voltage difference threshold value.

[0159] In an embodiment of the present application, the vehicle power-on control device 300 further comprises:

[0160] The voltage threshold value determination module is configured to determine the voltage threshold value based on a safe voltage and a system detection error.

[0161] In an embodiment of the present application, the second pre-charging control module comprises:

[0162] The second pre-charging control submodule is configured to control each high-voltage component to perform pre-charging based on a default pre-charging current, so that each high-voltage component completes pre-charging.

[0163] In an embodiment of the present application, the vehicle power-on control device 300 further comprises:

[0164] The fourth pre-charging control module is configured to control the high-voltage components to perform a third pre-charging operation to complete the pre-charging of the high-voltage components, when it is determined that the high-voltage interlock fault signal is not present.

[0165] In an embodiment of the present application, the vehicle power-on control device 300 further comprises:

[0166] The pre-charging voltage determination module is configured to determine a target pre-charging voltage based on the battery voltage of the high-voltage battery and a preset pre-charging ratio.

[0167] The pre-charging completion determination module is configured to determine that the pre-charging of the high-voltage components is completed when the terminal voltage of each high-voltage component reaches the target pre-charging voltage.

[0168] It should be noted that the specific implementation of the vehicle power-on control device 300 of the embodiment of the present application is described with reference to the specific implementation of the vehicle power-on control method of the first aspect of the embodiment of the present application, which will not be described here.

[0169] In a third aspect, based on the same inventive concept, the embodiment of the present application provides a computer readable storage medium having an executable program stored thereon, and the executable program is executed by a processor to implement the vehicle power-on control method of the first aspect of the present application.

[0170] It should be noted that the specific implementation of the computer readable storage medium of the embodiment of the present application is described with reference to the specific implementation of the vehicle power-on control method of the first aspect of the embodiment of the present application, which will not be described here.

[0171] In a fourth aspect, referring to Figure 4 , based on the same inventive concept, the embodiment of the present application provides a vehicle 400, comprising:

[0172] The memory 401 is configured to store an executable program.

[0173] The processor 402;

[0174] When the executable program is executed by the processor 402, the vehicle power-on control method of the first aspect of the present application is implemented.

[0175] It should be noted that the specific implementation of the vehicle 400 of the embodiment of the present application is described with reference to the specific implementation of the vehicle power-on control method of the first aspect of the embodiment of the present application, which will not be described here.

[0176] Those skilled in the art will appreciate that embodiments of the present application can be readily used as a method, apparatus, or computer program product. Accordingly, embodiments of the present application can take the form of an entirely hardware embodiment, an entirely software embodiment or an embodiment combining software and hardware aspects. Furthermore, embodiments of the present application can take the form of a computer program product on one or more computer-usable storage media (including, but not limited to, disk storage, CD-ROM, optical storage, and the like) embodying computer program code thereon for use by or in connection with an instruction execution system. For the purposes of this description, a computer-usable or computer readable storage medium can be any apparatus that can contain, store, communicate, propagate, or transport the program for use by or in connection with the instruction execution system, apparatus, or device.

[0177] Embodiments of the present application are described herein with reference to the drawings, which are as follows: Figure 1 one or more functions specified in a flow or multiple flows and / or blocks. Figure 1 means for performing each one or more of the flow or multiple flows and / or blocks.

[0178] These computer program instructions can also be stored in a computer- readable memory that can direct a computer or other programmable data processing apparatus to function in a particular manner, such that the instructions stored in the computer-readable memory produce an article of manufacture including instructions which implement the flow Figure 1 one or more functions specified in a flow or multiple flows and / or blocks. Figure 1 means for performing each one or more of the flow or multiple flows and / or blocks.

[0179] These computer program instructions can also be loaded onto a computer or other programmable data processing apparatus to cause a series of operational steps to be performed on the computer or other programmable apparatus to produce a computer implemented process such that the instructions which execute on the computer or other programmable apparatus provide steps for implementing the flow Figure 1 one or more functions specified in a flow or multiple flows and / or blocks. Figure 1 means for performing each one or more of the flow or multiple flows and / or blocks.

[0180] While preferred embodiments of the present application have been described, additional variations and modifications can be made to these embodiments by those skilled in the art once they learn of the basic inventive concepts. Therefore, the appended claims are intended to cover all such modifications and variations as fall within the scope of the present application.

[0181] Finally, it needs to be pointed out that in this document, relational terms such as first and second and the like can only be used to distinguish one entity or action from another entity or action, without necessarily requiring or implying that there is any such actual relationship or order between these entities or actions. Moreover, the terms "comprises", "comprising", or any other variations thereof, are intended to cover non-exclusive inclusions, so that a process, method, article, or terminal device including a list of elements does not only include those elements, but also includes other elements not explicitly listed, or further includes elements inherent in such a process, method, article, or terminal device. Without more limitations, the element defined by the statement "comprises a" does not exclude the presence of additional identical elements in the process, method, article, or terminal device including the element.

[0182] The above describes in detail the vehicle power-on control method, storage medium and vehicle provided by the present application. The principles and implementation manners of the present application are described by applying specific examples. The above description of the embodiments is only used to help understand the method of the present application and its core idea. Meanwhile, for those skilled in the art, according to the idea of the present application, the specific implementation manners and application ranges can be changed. In summary, the content of the specification should not be understood as a limitation of the present application.

Claims

1. A method of controlling power-up on a vehicle, the method comprising: The method comprises: in response to a vehicle power-on instruction, determining whether a high-voltage interlock fault signal exists in the vehicle; in a case where it is determined that the high-voltage interlock fault signal exists in the vehicle, controlling each high-voltage component to perform a first pre-charging operation and obtaining an end voltage of each high-voltage component; based on the end voltage of each high-voltage component, determining whether a high-voltage fault exists in the vehicle; in a case where it is determined that the high-voltage fault exists in the vehicle, controlling each high-voltage component to stop pre-charging; in a case where it is determined that the high-voltage fault does not exist in the vehicle, controlling each high-voltage component to perform a second pre-charging operation so as to complete pre-charging of each high-voltage component; controlling each high-voltage component to perform the first pre-charging operation comprises: based on a preset safe pre-charging current, controlling each high-voltage component to perform pre-charging; wherein the safe pre-charging current is less than a default pre-charging current in a case where the high-voltage interlock fault signal does not exist in the vehicle; the default pre-charging current represents a pre-charging current in a case where the high-voltage interlock fault signal does not exist in the vehicle; controlling each high-voltage component to perform the second pre-charging operation so as to complete pre-charging of each high-voltage component comprises: based on the default pre-charging current, controlling each high-voltage component to perform pre-charging so as to complete pre-charging of each high-voltage component.

2. The vehicle power-up control method according to claim 1, characterized by, based on the end voltage of each high-voltage component, determining whether a high-voltage fault exists in the vehicle comprises: in a case where any of the end voltages reaches a voltage threshold, determining a minimum end voltage among the end voltages; in a case where a first voltage difference between the voltage threshold and the minimum end voltage is greater than a voltage difference threshold, determining that the high-voltage fault exists in the vehicle; in a case where the first voltage difference between the voltage threshold and the minimum end voltage is less than or equal to the voltage difference threshold, determining that the high-voltage fault does not exist in the vehicle.

3. The vehicle power-up control method of claim 1, wherein based on the end voltage of each high-voltage component, determining whether a high-voltage fault exists in the vehicle comprises: in a case where each of the end voltages is less than a voltage threshold, determining a maximum end voltage and a minimum end voltage among the end voltages; in a case where a second voltage difference between the maximum end voltage and the minimum end voltage is greater than a voltage difference threshold, determining that the high-voltage fault exists in the vehicle; in a case where the maximum end voltage reaches the voltage threshold, if the second voltage difference is less than or equal to the voltage difference threshold, determining that the high-voltage fault does not exist in the vehicle.

4. The vehicle power-up control method according to any one of claims 2 or 3, characterized by, The method further comprises: based on a safe voltage and a system detection error, determining the voltage threshold.

5. The vehicle power-up control method of claim 1, wherein The method further comprises: in a case where it is determined that the high-voltage interlock fault signal does not exist in the vehicle, controlling each high-voltage component to perform a third pre-charging operation so as to complete pre-charging of each high-voltage component.

6. The vehicle power-up control method of claim 1, wherein The method further comprises: based on a battery voltage of a high-voltage battery and a preset pre-charging ratio, determining a target pre-charging voltage; in a case where the end voltage of each high-voltage component reaches the target pre-charging voltage, determining that pre-charging of each high-voltage component is completed.

7. A computer readable storage medium having stored thereon an executable program, characterized in that, The executable program, when executed by a processor, implements the vehicle power-on control method according to any one of claims 1-6.

8. A vehicle characterized by comprising: comprises: a memory for storing an executable program; a processor; when the executable program is executed by the processor, implementing the vehicle power-on control method according to any one of claims 1-6.

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