New energy commercial vehicle all-in-one controller power distribution system

Abstract

The invention discloses a new energy commercial vehicle all-in-one controller power distribution system, a control system comprises a power battery, same-path pre-charging loads, time-sharing pre-charging loads and pre-charging circuits, each time-sharing pre-charging load is matched with one pre-charging circuit, the same-path pre-charging loads share one pre-charging circuit, and the time-sharing pre-charging loads share one pre-charging circuit. All loads share the same pre-charging resistor and the same pre-charging contactor; and the anode input end of the power battery is connected with the input common point of all loads. According to the all-in-one controller power distribution system for the new energy commercial vehicle, by using the same pre-charging resistor, the time-sharing pre-charging function of different loads is achieved, the loads do not need to be kept in a power-on state all the time when not in use, the service life of the loads is prolonged, the weight and cost of the whole machine are reduced, a voltage testing point and a current obtaining point are additionally arranged on the system, and the cost is reduced. The state and fault state of devices in the control system can be diagnosed by collecting current and voltage, so that the control process is optimized, the power consumption is reduced, and the endurance mileage is improved.

Description

Technical Field

[0001] The present invention relates to a power distribution system for a multi-in-one controller of a new energy commercial vehicle, belonging to the technical field of new energy vehicles. Background Art

[0002] In existing multi-in-one controllers, each path requires a pre-charge relay and a pre-charge resistor according to the number of loads to achieve pre-charging of the loads. This pre-charging method results in a large volume, heavy weight, and high cost of the multi-in-one controller.

[0003] There are also multi-in-one controllers that share a pre-charge resistor, but they cannot achieve time-sharing pre-charging and the ability to independently power on each load. When applying high voltage, all components must be pre-charged before enabling to control the start or stop of a certain load through enabling. Loads that do not need to work are all in the power-on standby state, and it is impossible to power on each load independently without interference. This situation not only increases power consumption but also reduces the service life of the loads.

[0004] There are also multi-in-one controllers that do not have the functions of verification and diagnosis and the ability to monitor the energy flow, resulting in difficult troubleshooting of faults and simple and non-energy-saving vehicle energy control strategies, making vehicle maintenance difficult and the cruising range low; It can be seen that in order to achieve time-sharing pre-charging and the ability to independently power on each load when sharing a pre-charge resistor, and to improve the convenience of vehicle maintenance, there is an urgent need for a power distribution system for a multi-in-one controller of a new energy commercial vehicle. Summary of the Invention

[0005] The purpose of the present invention is to overcome the deficiencies in the prior art and provide a power distribution system for a multi-in-one controller of a new energy commercial vehicle. By using the same pre-charge resistor, the time-sharing pre-charging function of different loads is realized. When the load is not in use, it does not need to be continuously powered on, which improves the service life of the load, reduces the weight and cost of the whole machine, and adds voltage test points and current acquisition points to the system. The state and fault state of the devices in the control system can be jointly diagnosed by collecting current and voltage, so as to optimize the control process, reduce power consumption, and increase the cruising range.

[0006] To achieve the above object / To solve the above technical problems, the present invention is implemented by the following technical solutions: A power distribution system for a multi-in-one controller of a new energy commercial vehicle, the control system includes a power battery, same-path pre-charge loads, time-sharing pre-charge loads, and a pre-charge circuit. Among them, Each time-sharing pre-charge load is matched with a pre-charge circuit, the same-path pre-charge loads share a pre-charge circuit, and all loads share the same pre-charge resistor and pre-charge contactor; The positive input terminal of the power battery is connected to the input common point of all loads, and the negative input terminal is connected to the output common point of all loads. The pre-charge circuit is arranged between the input common point and the loads. A plurality of voltage test points are arranged between the input terminal of the load and the positive electrode of the power battery, and a current acquisition point is arranged on each circuit. The state and fault state of the devices in the control system are jointly diagnosed by collecting current and voltage.

[0007] Further, the input terminal of the pre-charge contactor is connected to the positive electrode of the power battery, the output terminal is connected to the input terminal of the pre-charge resistor, and the output terminal of the pre-charge resistor is connected to the pre-charge circuit.

[0008] Further, the pre-charge circuit includes a pre-charge IGBT switch and a working contactor. Among them, The input terminal of the pre-charge IGBT switch is connected to the output terminal of the pre-charge resistor, and the output terminal of the pre-charge IGBT switch is connected to the positive input terminal of the corresponding load. The input terminal of the working contactor is connected to the positive electrode of the power battery, and the output terminal of the working contactor is connected to the positive input terminal of the corresponding load.

[0009] Further, the same-circuit pre-charge loads include dual main drive motor controllers, oil pump motor controllers, air pump motor controllers, and DCDC power supplies. The time-sharing pre-charge loads are equipped with motors, air-conditioning compressors, water heating PTCs, and high-voltage fans.

[0010] Further, it also includes fuses, and the fuses are arranged between each load and the pre-charge circuit.

[0011] Further, the voltage test points are respectively arranged on the input common point, the output common point, both sides of the pre-charge resistor, and both sides of the fuse. By comparing the voltage differences between the voltage test points, the state of the target device is obtained.

[0012] Further, the current acquisition points are arranged between the load and the fuse, and on the positive electrode side of the power battery.

[0013] Further, the method of jointly diagnosing the state and fault state of the devices in the control system by collecting current and voltage includes: Performing a self-check step before applying high voltage. After the self-check is completed and no faults are reported, enter the pre-charge and high-voltage application stage. After entering the pre-charge and high-voltage application stage, obtain the voltage difference across the pre-charge contactor through the voltage test points to determine whether the pre-charge contactor is in the closed state. If so, control the pre-charge IGBT switch on the side of the same-circuit pre-charge load to close, pre-charge the same-circuit pre-charge load, and perform the pre-charge detection step. After the pre-charge of the same-path pre-charge load is completed, close the working contactor on the pre-charge load side and disconnect the pre-charge IGBT switch, execute the working contactor fault detection step, and complete the pre-charge troubleshooting of the same-path pre-charge load; After the pre-charge and pre-charge troubleshooting of the same-path pre-charge load are completed, perform the pre-charge and pre-charge troubleshooting of the branch pre-charge loads one by one; After the pre-charge and pre-charge troubleshooting of all branch pre-charge loads are completed, the high voltage is applied, and the voltage difference across the pre-charge resistor and the resistance wire is obtained to judge their respective working states.

[0014] Further, the self-check step includes: Obtain the voltage difference across the pre-charge contactor through the voltage test point, judge the working state of the pre-charge contactor according to the voltage difference. When the pre-charge contactor is in the open state and current is collected at the current acquisition point on the positive side of the power battery, execute the working contactor fault detection step. When the pre-charge contactor is in the closed state and current is collected at the current acquisition point on the positive side of the power battery, execute the pre-charge IGBT switch fault detection step; The working contactor fault detection step includes: Obtain the voltage difference across each working contactor through the voltage test point, and judge the size of the voltage difference and the preset threshold to obtain the fault detection result; The pre-charge IGBT switch fault detection step includes: Obtain the voltage difference across each pre-charge IGBT switch through the voltage test point, and judge the size of the voltage difference and the preset threshold to obtain the fault detection result; The pre-charge detection step includes: Obtain the voltage difference across the pre-charge IGBT switch. When the voltage difference is less than the preset threshold, it indicates that the pre-charge is completed. When the voltage difference is greater than the preset threshold after a preset time, it represents that the pre-charge fails, and fault troubleshooting is carried out.

[0015] Further, obtaining the voltage difference across the pre-charge resistor and the resistance wire and judging their respective working states includes: Obtain the voltage difference across the pre-charge resistor. When the voltage difference is less than the preset threshold, it represents that the pre-charge resistor is normally connected without faults; Obtain the voltage difference across the fuse. When the voltage difference is greater than the preset threshold and no current is detected at the current acquisition point on the fuse side, it represents that the fuse is blown.

[0016] Compared with the prior art, the beneficial effects achieved by the present invention: The all-in-one controller power distribution system for new energy commercial vehicles provided by the present invention realizes the time-sharing pre-charging function of different loads by using the same pre-charging resistor. The load does not need to be kept powered on when not in use, thereby increasing the service life of the load and reducing the weight and cost of the whole machine. In addition, voltage test points and current acquisition points are added to the system, and the status and fault status of the components in the control system can be jointly diagnosed by collecting current and voltage, thereby optimizing the control process, reducing power consumption, and increasing the cruising range. The all-in-one controller power distribution system for new energy commercial vehicles provided by the present invention can monitor the current of each load during operation through the current acquisition point when the load is running, calculate the power consumed by the load during operation, and help optimize the software control logic of the vehicle controller based on the real-time power consumption data detected, and can also provide data support for users to analyze the high power consumption of the vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] Figure 1 It is a schematic diagram of the electrical architecture of the all-in-one controller power distribution system for new energy commercial vehicles provided by the present invention; Figure 2 It is a schematic diagram of the system architecture of the all-in-one controller power distribution system for new energy commercial vehicles provided by the present invention. DETAILED DESCRIPTION

[0018] The present invention will be further described below in conjunction with the accompanying drawings. The following embodiments are only used to more clearly illustrate the technical solution of the present invention, and cannot be used to limit the protection scope of the present invention.

[0019] In the description of the present invention, it should be understood that the terms "center", "longitudinal", "lateral", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside" and the like indicate positions or positional relationships based on the positions or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as limiting the present invention. In addition, the terms "first", "second", and the like are only used for descriptive purposes, and cannot be understood as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, features defined as "first", "second", and the like may explicitly or implicitly include one or more of the features. In the description of the present invention, unless otherwise specified, "multiple" means two or more.

[0020] In the description of the present invention, it should be noted that unless otherwise clearly specified and defined, the terms "installation", "connection", and "linkage" should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium, and it can be the communication inside two components. For those of ordinary skill in the art, the specific meanings of the above terms in the present invention can be understood according to specific circumstances. Embodiment 1

[0021] This embodiment provides a power distribution system for a multi-in-one controller of a new energy commercial vehicle. The control system includes a power battery, a circuit pre-charge load, a time-sharing pre-charge load, and a pre-charge circuit. Among them, Each of the time-sharing pre-charge loads is matched with a pre-charge circuit, and the circuit pre-charge loads share a pre-charge circuit. All loads share the same pre-charge resistor and pre-charge contactor; The positive input terminal of the power battery is connected to the input common point of all loads, and the negative input terminal is connected to the output common point of all loads. The pre-charge circuit is arranged between the input common point and the loads; A plurality of voltage test points are arranged between the input terminal of the load and the positive electrode of the power battery, and current acquisition points are arranged on each circuit. The state and fault state of the devices in the control system are jointly diagnosed by collecting current and voltage.

[0022] In the above technical solution, by using the same pre-charge resistor, the time-sharing pre-charge function of different loads is realized. When the load is not in use, it does not need to be kept powered on all the time, which improves the service life of the load, reduces the weight and cost of the whole machine, and voltage test points and current acquisition points are added to the system, and the state and fault state of the devices in the control system can be jointly diagnosed by collecting current and voltage, so as to optimize the control process, reduce power consumption, and increase the cruising range. Embodiment 2

[0023] The power distribution system for a multi-in-one controller of a new energy commercial vehicle provided in this embodiment is different from the power distribution system for a multi-in-one controller of a new energy commercial vehicle provided in Embodiment 1 in that: The input terminal of the pre-charge contactor is connected to the positive electrode of the power battery, and the output terminal is connected to the input terminal of the pre-charge resistor. The output terminal of the pre-charge resistor is connected to the pre-charge circuit.

[0024] The pre-charge circuit includes a pre-charge IGBT switch and a working contactor. Among them, The input terminal of the pre-charge IGBT switch is connected to the output terminal of the pre-charge resistor, and the output terminal of the pre-charge IGBT switch is connected to the positive input terminal of the corresponding load; The input end of the working contactor is connected to the positive pole of the power battery, and the output end of the working contactor is connected to the positive pole input end of the corresponding load; IGBT can withstand a higher voltage than ordinary MOS, with a withstand voltage range of 0 - 1200V, a smaller internal resistance, lower losses, and less heat generation, thus making the controller lighter in weight, smaller in size, and lower in cost; Specifically, as Figure 1 shown, the working contactor includes K6, K4, K3, K2, and K1, and the pre - charge IGBT switches include IGBTQhc5, IGBT Qhc4, IGBT Qhc3, IGBT Qhc2, and IGBT Qhc1. Among them, the connection relationships between the same - path pre - charge load and the time - sharing pre - charge load and the pre - charge circuit are as follows: The input end of the pre - charge contactor K5 is connected to the battery positive output, the output end is connected to the input end of the pre - charge resistor R1, the output end of the pre - charge resistor R1 is connected to the input end of IGBT Qhc5, the output end of IGBT Qhc5 is connected to the input ends of fuses FU5 and FU6, and the output ends of FU5 and FU6 are simultaneously connected to the positive pole input ends of the oil pump controller, air pump controller, DCDC, and main drive motor controller. Fuses FU5 and FU6 are in a parallel relationship. The input end of the contactor K6 is connected to the battery positive output, and the output end of the contactor K6 is connected to the positive pole input ends of the oil pump controller, air pump controller, DCDC, and main drive motor controller; The input end of IGBT Qhc4 is connected to the output end of the pre - charge resistor R1, the output end of IGBT Qhc4 is connected to the input end of fuse FU4, the output end of fuse FU4 is connected to the positive pole input of the high - pressure fan, the input end of the contactor K4 is connected to the battery positive input, and the output end of the contactor K4 is connected to the positive pole input of the high - pressure fan; The input end of IGBT Qhc3 is connected to the output end of the pre - charge resistor R1, the output end of IGBT Qhc3 is connected to the input end of fuse FU3, the output end of fuse FU3 is connected to the positive pole input of the water - heating PTC, the input end of the contactor K3 is connected to the battery positive input, and the output end of the contactor K3 is connected to the positive pole input of the water - heating PTC; The input end of IGBT Qhc2 is connected to the output end of the pre - charge resistor R1, the output end of IGBT Qhc2 is connected to the input end of fuse FU2, the output end of fuse FU2 is connected to the positive pole input of the air - conditioner compressor, the input end of the contactor K2 is connected to the battery positive input, and the output end of the contactor K2 is connected to the positive pole input of the air - conditioner compressor; The input end of IGBT Qhc1 is connected to the output end of the pre - charge resistor R1, the output end of IGBT Qhc1 is connected to the input end of fuse FU1, the output end of fuse FU1 is connected to the positive pole input of the upper - mounted motor, the input end of the contactor K1 is connected to the battery positive input, and the output end of the contactor K1 is connected to the positive pole input of the upper - mounted motor.

[0025] As Figure 1As shown, the same-path pre-charge load includes a dual main drive motor controller, an oil pump motor controller, an air pump motor controller and a DCDC power supply; The time-sharing pre-charge load is equipped with a motor, an air conditioning compressor, a water heating PTC and a high-voltage fan; The all-in-one controller integrates dual main drive motor controller, oil pump motor controller, air pump motor controller, DCDC power supply, PDU load power distribution, BDU battery power distribution, among which PDU load power distribution is responsible for upper motor, air conditioning compressor, water heating PTC, high-voltage fan. The loads that need to be pre-charged are dual main drive motor controller, oil pump motor controller, air pump motor controller, DCDC power supply, upper motor, air conditioning compressor, water heating PTC, high-voltage fan. Each load is matched with a pre-charging circuit and shares the same pre-charging resistor R1 and pre-charging contactor K5. Qhc1 is the upper motor pre-charge IGBT switch, and K1 is the upper motor working contactor; Qhc2 is the compressor pre-charge IGBT switch, and K2 is the compressor working contactor; Qhc3 is the water heating PTC pre-charge IGBT switch, and K3 is the water heating PTC working contactor; Qhc4 is the high-voltage fan pre-charge IGBT switch, and K4 is the high-voltage fan working contactor; Qhc5 is the pre-charging IGBT switch of the oil pump controller, air pump controller, DCDC, and main drive motor controller, and K5 is the working switch of the oil pump controller, air pump controller, DCDC, and main drive motor controller.

[0026] The device also includes a fuse, which is arranged between each load and the pre-charging circuit.

[0027] The voltage test points are respectively arranged at the input common point, the output common point, both sides of the pre-charge resistor and both sides of the fuse, and the state of the target device is obtained by comparing the voltage difference between the voltage test points.

[0028] The current acquisition point is set between the load and the fuse, and on the positive side of the power battery. Specifically: T1~T15 are voltage test points in the controller, Hall sensor 1~Hall sensor 3 are used to detect the current output by each current pack of the three battery packs, and Hall sensor 4~Hall sensor 11 respectively detects the DC current of the upper motor, compressor, water heating PTC, high-voltage fan, oil pump motor, air pump motor, DCDC, main drive motor 1, and main drive motor 2 when they are working.

[0029] The positive and negative interfaces of the three battery packs are respectively connected to the three groups of positive and negative interfaces of the all-in-one controller. Hall sensor 1 is installed on the internal copper busbar of the all-in-one connected to the positive electrode of battery pack 1. Hall sensor 2 is installed on the internal copper busbar of the all-in-one connected to the positive electrode of battery pack 2. Hall sensor 3 is installed on the internal copper busbar of the all-in-one connected to the positive electrode of battery pack 2. The copper busbar of the positive input interface of the all-in-one battery is connected to the common point 1 inside the all-in-one. The common point 1 is provided with a test point T1. The copper busbar of the negative input interface of the all-in-one battery is connected to the common point 2 inside the all-in-one. The common point 2 is provided with a test point T15. The input terminals of contactors K1, K2, K3, K4, K6 and pre-charge contactor K5 are connected to common point 1, and the input terminals of pre-charge IGBTs Qhc1, Qhc2, Qhc3, Qhc4, Qhc5 are connected to common point 3; The negative poles of the upper motor, compressor, water heating PTC, high-voltage fan, oil pump controller, air pump controller, DCDC, and main drive motor controller are connected to common point 2; The output end of contactor K1 is connected to test point T2 and input end of fuse FU1, the output end of FU1 is connected to test point T3 and positive input end of upper motor, Hall sensor 4 is installed between output end of fuse FU1 and positive input end of upper motor, and the output end of pre-charge IGBT Qhc1 is connected to output end of contactor K1; The output end of contactor K2 is connected to the test point T4 and the input end of fuse FU2, the output end of FU2 is connected to the test point T5 and the positive input end of the compressor, the Hall sensor 5 is installed between the output end of fuse FU2 and the positive input end of the compressor, and the output end of pre-charge IGBT Qhc2 is connected to the output end of contactor K2; The output end of contactor K3 is connected to the test point T6 and the input end of fuse FU3, the output end of FU3 is connected to the test point T7 and the positive input end of water heating PTC, the Hall sensor 6 is installed between the output end of fuse FU3 and the positive input end of water heating PTC, and the output end of pre-charge IGBT Qhc3 is connected to the output end of contactor K3; The output end of contactor K4 is connected to test point T8 and input end of fuse FU4, the output end of FU4 is connected to test point T9 and positive input end of high voltage fan, Hall sensor 7 is installed between output end of fuse FU4 and positive input end of high voltage fan, and the output end of pre-charge IGBT Qhc4 is connected to output end of contactor K4; The output terminal of contactor K5 is connected to test point T10 and the input terminal of pre-charge resistor R1. The output terminal of pre-charge resistor R1 is connected to test point T11, common point 3 and the input terminal of pre-charge IGBT Qhc5. The output terminal of pre-charge IGBT Qhc5 is connected to test point T12, the input terminals of fuse FU5 and fuse FU6. The output terminal of fuse FU5 is connected to test point T13, the positive poles of the oil pump controller, the air pump controller and DCDC. The output terminal of fuse FU6 is connected to test point T14 and the positive pole of the main drive motor controller. Hall sensor 8 is installed between the output terminal of fuse FU5 and the positive pole of the oil pump controller. Hall sensor 9 is installed between the output terminal of fuse FU5 and the positive pole of the air pump controller. Hall sensor 10 is installed between the output terminal of fuse FU5 and the positive pole of DCDC. Hall sensor 11 is installed between the output terminal of fuse FU6 and the positive pole of the main drive motor controller. The output terminal of contactor K6 is connected to the output terminal of pre-charge IGBT Qhc5. The high-voltage DC common-mode filter is installed at common point 1 and common point 2.

[0030] Time-sharing pre-charge for each load is realized. The pre-charges are independent of each other. The non-operating loads will not be powered on, and no additional power consumption will be generated. And it has a diagnostic verification function and an energy flow monitoring function.

[0031] The method for jointly diagnosing the state and fault state of devices in the control system by collecting current and voltage includes: Perform a self-check step before applying high voltage. After the self-check is completed and no fault is reported, enter the pre-charge and high-voltage application stage. After entering the pre-charge and high-voltage application stage, obtain the voltage difference across the pre-charge contactor through the voltage test point to judge whether the pre-charge contactor is in the closed state. If so, control the pre-charge IGBT switch on the pre-charge load side of the same circuit to close, pre-charge the pre-charge load of the same circuit, and execute the pre-charge detection step. After the pre-charge of the pre-charge load of the same circuit is completed, close the working contactor on the pre-charge load side and disconnect the pre-charge IGBT switch, and execute the working contactor fault detection step to complete the pre-charge troubleshooting of the pre-charge load of the same circuit. After the pre-charge and pre-charge troubleshooting of the pre-charge load of the same circuit are completed, perform the pre-charge and pre-charge troubleshooting of the pre-charge loads of each branch one by one. After the pre-charge and pre-charge troubleshooting of all pre-charge loads of each branch are completed, the high-voltage application is completed. Obtain the voltage difference across the pre-charge resistor and the resistance wire to judge their respective working states.

[0032] The self-check step includes: The voltage difference between the two ends of the pre-charging contactor is obtained through the voltage test point, and the working state of the pre-charging contactor is determined according to the voltage difference. When the pre-charging contactor is in an open state and the current acquisition point on the positive electrode side of the power battery collects current, the working contactor fault detection step is performed; when the pre-charging contactor is in a closed state and the current acquisition point on the positive electrode side of the power battery collects current, the pre-charging IGBT switch fault detection step is performed; The working contactor fault detection step comprises: The voltage difference between the two ends of each working contactor is obtained through the voltage test point, and the magnitude of the voltage difference and the preset threshold value is judged to obtain the fault detection result; The pre-charge IGBT switch fault detection step comprises: The voltage difference between the two ends of each pre-charged IGBT switch is obtained through the voltage test point, and the magnitude of the voltage difference and the preset threshold is determined to obtain the fault detection result; The pre-charge detection step comprises: Obtain the voltage difference across the pre-charge IGBT switch. When the voltage difference is less than the preset threshold, it indicates that the pre-charge is complete. After a preset time, if the voltage difference is greater than the preset threshold, it indicates that the pre-charge has failed. Perform troubleshooting.

[0033] Furthermore, the pre-charging resistor and the voltage difference across the resistor wire are obtained to determine their respective working states, including: Obtain the voltage difference between the two ends of the pre-charging resistor. When the voltage difference is less than a preset threshold, it means that the pre-charging resistor is connected normally without any fault. The voltage difference between the two ends of the fuse is obtained. When the voltage difference is greater than a preset threshold and the current acquisition point on the fuse side cannot detect current, it means that the fuse is blown.

[0034] The patented load pre-charging uses the same pre-charging resistor to achieve time-sharing pre-charging. The pre-charging circuit includes a pre-charging contactor K15, a pre-charging group R1, IGBTs Qhc1, Qhc2, Qhc3, Qhc4, Qhc5 for time-sharing pre-charging, and contactors K1, K2, K3, K4, and K6.

[0035] When electric commercial vehicles are in normal use, the oil pump motor, air pump motor, main drive motor, and DCDC power supply need to be powered up and working at the same time, so these four complex loads share the same pre-charging circuit, and a time-sharing pre-charging design is performed for those that do not need to work at the same time. Formulating a pre-charging sharing plan based on the actual working conditions of the vehicle saves costs and reduces weight.

[0036] After the all-in-one controller is connected to the low-voltage power supply, it starts to perform self-test, including voltage self-test and current self-test, and combines the results of the two self-tests to determine the current status and connection status of the internal components of the all-in-one.

[0037] Current self-test: the Hall sensor collects the current of each circuit to determine whether there is any component damage or contactor adhesion problem. If any one of the Hall sensor 1, Hall sensor 2, and Hall sensor 3 detects current before the multi-in-one controller is turned on at high voltage, it can be determined that a device inside the multi-in-one controller is faulty, and then the voltage method can be used to detect the specific fault location.

[0038] Voltage method self-test, self-test by collecting the voltage values ​​of T1~T15: First, the state of the pre-charge contactor K5 is detected by the test point T1 and the test point T10. When the voltage value of the test point T1 and the voltage value of the test point T10 are greater than 30V, it means that K5 is normally in the disconnected state. If any one of the Hall sensor 1, Hall sensor 2, and Hall sensor 3 is detected to have current at this time, it can be determined that one or more of the contactors K1, K2, K3, K4, and K6 are in the non-disconnected state; By collecting the voltage values ​​of test point T1 and test point T2, when the voltage value of test point T1 and the voltage value of test point T2 are greater than 30V, it means that contactor K1 is in the disconnected state. When the voltage value of test point T1 and the voltage value of test point T2 are less than 30V, it means that contactor K1 is in the on state. Because the PDU controls contactor K1 to be in the disconnected state at this time, contactor K1 is in the adhesion state at this time. Contactor K1 fails, and the all-in-one controller reports it to the vehicle controller through CAN communication. The vehicle controller prohibits high voltage at this time and reports it to the instrument for display, prompting the vehicle to perform fault inspection and repair; By collecting the voltage values ​​of test point T1 and test point T4, when the voltage value of test point T1 and the voltage value of test point T4 are greater than 30V, it means that contactor K2 is in the disconnected state. When the voltage value of test point T1 and the voltage value of test point T4 are less than 30V, it means that contactor K2 is in the on state. Because the PDU controls contactor K2 to be in the disconnected state at this time, contactor K2 is in the adhesion state at this time. Contactor K2 fails, and the all-in-one controller reports it to the vehicle controller through CAN communication. The vehicle controller prohibits high voltage at this time and reports it to the instrument for display, prompting the vehicle to be repaired. By collecting the voltage values ​​of test point T1 and test point T6, when the voltage value of test point T1 and the voltage value of test point T6 are greater than 30V, it means that contactor K3 is in the disconnected state. When the voltage value of test point T1 and the voltage value of test point T6 are less than 30V, it means that contactor K3 is in the on state. Because the PDU controls contactor K3 to be in the disconnected state at this time, contactor K3 is in the adhesion state at this time. Contactor K3 fails, and the all-in-one controller reports it to the vehicle controller through CAN communication. The vehicle controller prohibits high voltage at this time and reports it to the instrument for display, prompting the vehicle to be repaired. By collecting the voltage values ​​of test point T1 and test point T8, when the voltage value of test point T1 and the voltage value of test point T8 are greater than 30V, it means that contactor K4 is in the disconnected state. When the voltage value of test point T1 and the voltage value of test point T8 are less than 30V, it means that contactor K4 is in the on state. Because the PDU controls contactor K4 to be in the disconnected state at this time, contactor K4 is in the adhesion state at this time. Contactor K4 fails, and the all-in-one controller reports it to the vehicle controller through CAN communication. The vehicle controller prohibits high voltage at this time and reports it to the instrument for display, prompting the vehicle to perform fault inspection and repair; By collecting the voltage values ​​of test point T1 and test point T12, when the voltage value of test point T1 and the voltage value of test point T12 are greater than 30V, it means that contactor K6 is in the disconnected state. When the voltage value of test point T1 and the voltage value of test point T12 are less than 30V, it means that contactor K6 is in the on state. Because the PDU controls contactor K6 to be in the disconnected state at this time, contactor K6 is in the adhesion state at this time. Contactor K6 fails, and the all-in-one controller reports it to the vehicle controller through CAN communication. The vehicle controller prohibits high voltage at this time and reports it to the instrument for display, prompting the vehicle to perform fault inspection and repair; First, the state of the pre-charge contactor K5 is detected through the test point T1 and the test point T10. When the voltage value of the test point T1 and the voltage value of the test point T10 are less than 30V, it means that K5 is normally in the closed state. Since the PDU controls the pre-charge contactor K5 to be in the disconnected state, all contactors K5 are adhered. If it is detected that any one of the Hall sensor 1, Hall sensor 2, and Hall sensor 3 has current at this time, it can be determined that one or more IGBTs among the pre-charge IGBTs Qhc1, Qhc2, Qhc3, Qhc4, and Qhc5 are in the non-disconnected state; By collecting the voltage values ​​of test points T11 and T2, when the voltage values ​​of test points T11 and T2 are greater than 30V, it means that the pre-charged IGBT Qhc1 is in the disconnected state. When the voltage values ​​of test points T11 and T2 are less than 30V, it means that the pre-charged IGBT Qhc1 is turned on. Because the PDU controls the pre-charged IGBT Qhc1 to be in the disconnected state at this time, the pre-charged IGBT Qhc1 is broken down and damaged at this time. The all-in-one controller reports to the vehicle controller through CAN communication. At this time, the vehicle controller prohibits high voltage and reports to the instrument for display, prompting the vehicle to perform fault inspection; By collecting the voltage values ​​of test point T11 and test point T4, when the voltage value of test point T11 and the voltage value of test point T4 are greater than 30V, it means that the pre-charged IGBT Qhc2 is in the disconnected state. When the voltage value of test point T11 and the voltage value of test point T4 are less than 30V, it means that the pre-charged IGBT Qhc2 is turned on. Because the PDU controls the pre-charged IGBT Qhc2 to be in the disconnected state at this time, the pre-charged IGBT Qhc2 is broken down and damaged at this time. The all-in-one controller reports to the vehicle controller through CAN communication. At this time, the vehicle controller prohibits high voltage and reports to the instrument for display, prompting the vehicle to perform fault inspection; By collecting the voltage values ​​of test point T11 and test point T6, when the voltage value of test point T11 and the voltage value of test point T6 are greater than 30V, it means that the pre-charged IGBT Qhc3 is in the disconnected state. When the voltage value of test point T11 and the voltage value of test point T6 are less than 30V, it means that the pre-charged IGBT Qhc3 is turned on. Because the PDU controls the pre-charged IGBT Qhc3 to be in the disconnected state at this time, the pre-charged IGBT Qhc3 is broken down and damaged at this time. The all-in-one controller reports to the vehicle controller through CAN communication. At this time, the vehicle controller prohibits high voltage and reports to the instrument for display, prompting the vehicle to perform fault inspection; By collecting the voltage values ​​of test point T11 and test point T8, when the voltage values ​​of test point T11 and test point T8 are greater than 30V, it means that the pre-charged IGBT Qhc4 is in the disconnected state. When the voltage values ​​of test point T11 and test point T8 are less than 30V, it means that the pre-charged IGBT Qhc4 is turned on. Because the PDU controls the pre-charged IGBT Qhc4 to be in the disconnected state at this time, the pre-charged IGBT Qhc4 is broken down and damaged at this time. The all-in-one controller reports to the vehicle controller through CAN communication. The vehicle controller prohibits high voltage at this time and reports to the instrument for display, prompting the vehicle to perform fault inspection; By collecting the voltage values ​​of test points T11 and T12, when the voltage values ​​of test points T11 and T12 are greater than 30V, it means that the pre-charged IGBT Qhc5 is in the disconnected state; when the voltage values ​​of test points T11 and T12 are less than 30V, it means that the pre-charged IGBT Qhc5 is turned on. Because the PDU controls the pre-charged IGBT Qhc5 to be in the disconnected state at this time, the pre-charged IGBT Qhc5 is broken down and damaged at this time. The all-in-one controller reports to the vehicle controller through CAN communication. At this time, the vehicle controller prohibits high voltage and reports to the instrument for display, prompting the vehicle to perform fault inspection and repair.

[0039] After the above self-tests are completed and no faults are reported before high voltage is applied, the pre-charge high voltage stage begins: The vehicle controller sends a high-voltage command to the all-in-one controller through CAN communication. After the all-in-one controller receives the command, the internal PDU controller controls the pre-charge contactor K5 to close, and judges the status of the pre-charge contactor K5 through the voltage difference between the test point T1 voltage value and the test point T10 voltage value. When the difference is less than 30V, it means that the pre-charge contactor K5 is closed, otherwise it is actually not closed and the fault is reported; After the pre-charging contactor K5 is closed, the PDU controller controls the pre-charging IGBT Qhc5 to turn on, and charges the pre-charging capacitor inside the oil pump controller, air pump controller, DCDC, and main drive motor controller. The difference between the voltage values ​​of the test point T1 and the test point T13 is used to judge that when the difference is less than 30V, it means that the pre-charging is completed. If the difference voltage is greater than 30V after 5s, it means that the pre-charging has failed, and the status is reported to the vehicle for troubleshooting. After the oil pump controller, air pump controller, DCDC, and main drive motor controller are pre-charged, the PDU controller controls the contactor K6 to close. After K6 is closed, the PDU controls the pre-charge IGBT Qhc5 to disconnect. If the voltage difference between the test point T1 and the test point T12 is less than 30V, it means that the contactor K6 is in the closed state. Otherwise, K6 is not actually closed, and the fault is reported to the vehicle for troubleshooting. After the contactor K6 is closed, the vehicle can drive normally, steer, brake, and use the low-voltage electrical battery power supply and charging functions. The upper motor is mainly configured on dump trucks and mixer trucks. For example, mixer trucks are special vehicles for transporting cement. In order to prevent cement from solidifying due to standing still during the vehicle form process, the upper motor is required to drive the mixing tank to rotate continuously. When there is a functional requirement in this regard, the driver sends the mixing tank operation signal to the vehicle controller through the cab switch. The vehicle controller sends the high-voltage instruction to the upper motor to the multi-in-one controller through CAN communication. The multi-in-one controls the internal PDU controller to control the pre-charge IGBT Qhc1 to turn on and pre-charge the upper motor pre-charge capacitor. The difference in voltage values ​​between test points T1 and T3 is used to judge that when the difference is less than 30V, it means that the pre-charge is completed. If the difference is greater than 30V after 5s, it means that the pre-charge is unsuccessful, and no high-voltage instruction will be issued, and the fault information will be reported to the vehicle. However, this will not affect the normal driving of the vehicle. The power distribution related to the vehicle form and the power distribution of the upper motor do not affect each other. After the pre-charge is successful, the contactor K1 is closed and the pre-charge IGBT is disconnected Qhc1, and judge the current state of contactor K1 by the voltage difference between test point T1 and test point T2. If the voltage difference is less than 30V, it means that contactor K1 is in the closed state. If the voltage difference is greater than 30V, it means that contactor K1 is not closed normally, and the fault state is reported to the vehicle, but it will not affect the normal driving of the vehicle. The power distribution related to the vehicle driving and the power distribution of the upper motor do not affect each other. When the vehicle is in motion and the air conditioner needs to be turned on to cool the cab, the air conditioner sends a command to the vehicle controller, which sends the command to the multi-in-one through CAN communication. The PDU controller in the multi-in-one controls the pre-charging IGBT Qhc2 to turn on, and pre-charges the compressor pre-charging capacitor. When the voltage difference between test point T1 and test point T5 is less than 30V, it means that the pre-charging is completed, otherwise it means that the pre-charging is unsuccessful, and a fault message is reported, but this does not affect the vehicle's driving and the operation of the upper body; after the pre-charging is successful, the PDU controls the contactor K2 to close, and the pre-charging IGBT Qhc2 to disconnect. It is judged by the voltage difference between test point T1 and test point T4 that when the difference is less than 30V, it means that the contactor K2 is successfully closed, otherwise the contactor K2 is unsuccessful and the vehicle is reported, but this does not affect the normal driving of the vehicle and the operation of the upper body. The power distribution related to the vehicle's driving, the power distribution of the upper body motor and the power distribution of the compressor do not affect each other; When the vehicle is in motion, the cab needs to be heated. At this time, the air conditioner sends a command to the vehicle controller, which sends it to the multi-in-one through CAN communication. The PDU controller in the multi-in-one controls the pre-charge IGBT Qhc3 to turn on, and pre-charges the water heating PTC pre-charge capacitor. When the voltage difference between test point T1 and test point T7 is less than 30V, it means that the pre-charge is completed, otherwise it means that the pre-charge is unsuccessful, and the fault information is reported, but this does not affect the vehicle's driving, the operation of the upper body, and the compressor; after the pre-charge is successful, the PDU controls the contactor K3 to close, and the pre-charge IGBT Qhc3 to disconnect. It is judged by the voltage difference between test point T1 and test point T6 that when the difference is less than 30V, it means that the contactor K3 is successfully closed, otherwise the contactor K3 is closed unsuccessfully, and the vehicle is reported, but this does not affect the normal driving of the vehicle, the upper body, and the operation of the compressor. The power distribution related to the vehicle's driving, the power distribution of the upper body motor, the power distribution of the compressor, and the power distribution of the PTC do not affect each other; When the vehicle is in motion, the cab needs to be heated. At this time, the air conditioner sends a command to the vehicle controller, which sends it to the multi-in-one through CAN communication. The PDU controller in the multi-in-one controls the pre-charge IGBT Qhc4 to turn on, and pre-charges the high-voltage fan pre-charge capacitor. When the voltage difference between the test point T1 and the test point T9 is less than 30V, it means that the pre-charge is completed, otherwise it means that the pre-charge is unsuccessful, and the fault information is reported, but this does not affect the vehicle's driving, the operation of the upper body, the compressor, and the water heating PTC; after the pre-charge is successful, the PDU controls the contactor K4 to close, and the pre-charge IGBT Qhc4 to disconnect. It is judged by the voltage difference between the test point T1 and the test point T8 that when the difference is less than 30V, it means that the contactor K4 is successfully closed, otherwise the contactor K4 is closed unsuccessfully and the vehicle is reported, but this does not affect the normal driving of the vehicle, the operation of the upper body, the compressor, and the water heating PTC. The power distribution related to the vehicle's driving, the power distribution of the upper body motor, the power distribution of the compressor, the power distribution of the water heating PTC, and the power distribution of the high-voltage fan do not affect each other.

[0040] After applying high voltage, the status of the pre-charge resistor can be detected through test points T10 and T11. When the voltage difference between test points T10 and T11 < 30V, it indicates that the pre-charge resistor is normally connected and there is no fault of the pre-charge resistor being blown. The voltage differences between test points T2 and T3, T4 and T5, T6 and T7, T8 and T9, T12 and T13, and T12 and T14 are used to detect the status of fuses FU1, FU2, FU3, FU4, FU5, and FU6 respectively. When the voltage difference between two test points > 30V and the Hall sensors 4, 5, 6, 7, and 11 do not detect current values, it means the fuse is blown. When there is no current in Hall sensors 8, 9, and 10 simultaneously, it indicates that fuse FU5 is blown.

[0041] During the operation of the load, the current of each load during operation can be monitored through Hall sensors 4, 5, 6, 7, 8, 9, 10, and 11, and the power consumed during the operation of the load can be calculated. Based on the detected real-time power consumption data, it helps to optimize the software control logic of the vehicle controller, conduct customized development for each vehicle, reduce the energy consumption of the whole vehicle, increase the vehicle's cruising range, and also provide data support for analyzing the relatively high power consumption of the whole vehicle for users.

[0042] This patent uses the same pre-charge resistor to achieve the function of time-sharing pre-charging for different loads. When the load is not in use, it does not need to be kept powered on all the time, which improves the service life of the load, reduces the weight and cost of the whole machine, and also adds an energy flow monitoring function, which can optimize the control software, reduce power consumption, and increase the cruising range.

[0043] The above are only the preferred embodiments of the present invention. It should be noted that for those of ordinary skill in the art, without departing from the technical principle of the present invention, several improvements and modifications can still be made, and these improvements and modifications should also be regarded as the protection scope of the present invention.

Claims

1. A new energy commercial vehicle all-in-one controller power distribution system, characterized in that: The control system includes a power battery, a same-circuit pre-charge load, a time-sharing pre-charge load and a pre-charge circuit, wherein: The time-sharing pre-charge loads are each matched with a pre-charge circuit, the pre-charge loads on the same circuit share a pre-charge circuit, and all loads share the same pre-charge resistor and pre-charge contactor; The positive input terminal of the power battery is connected to the input common point of all loads, the negative input terminal is connected to the output common point of all loads, and the pre-charging circuit is arranged between the input common point and the load; A plurality of voltage test points are arranged between the input end of the load and the positive electrode of the power battery, and a current acquisition point is arranged on each circuit, so as to jointly diagnose the status and fault status of the components in the control system by collecting the current and voltage.

2. The all-in-one controller power distribution system for new energy commercial vehicles according to claim 1 is characterized in that: The input end of the pre-charging contactor is connected to the positive electrode of the power battery, the output end is connected to the input end of the pre-charging resistor, and the output end of the pre-charging resistor is connected to the pre-charging circuit.

3. The all-in-one controller power distribution system for new energy commercial vehicles according to claim 1 is characterized in that: The pre-charging circuit includes a pre-charging IGBT switch and a working contactor, wherein: The input end of the pre-charge IGBT switch is connected to the output end of the pre-charge resistor, and the output end of the pre-charge IGBT switch is connected to the positive input end of the corresponding load; The input end of the working contactor is connected to the positive electrode of the power battery, and the output end of the working contactor is connected to the positive electrode input end of the corresponding load.

4. The all-in-one controller power distribution system for new energy commercial vehicles according to claim 1 is characterized in that: The same-path pre-charge load includes a dual main drive motor controller, an oil pump motor controller, an air pump motor controller and a DCDC power supply; The time-sharing pre-charging load includes a motor, an air-conditioning compressor, a water heating PTC and a high-pressure fan.

5. The all-in-one controller power distribution system for new energy commercial vehicles according to claim 1 is characterized in that: The device also includes a fuse, which is arranged between each load and the pre-charging circuit.

6. The all-in-one controller power distribution system for new energy commercial vehicles according to claim 5 is characterized in that: The voltage test points are respectively arranged at the input common point, the output common point, both sides of the pre-charge resistor and both sides of the fuse, and the state of the target device is obtained by comparing the voltage difference between the voltage test points.

7. The all-in-one controller power distribution system for new energy commercial vehicles according to claim 6 is characterized in that: The current acquisition point is arranged between the load and the fuse, and at the positive electrode side of the power battery.

8. The all-in-one controller power distribution system for new energy commercial vehicles according to claim 7 is characterized in that: The method for jointly diagnosing the state and fault state of a device in a control system by collecting current and voltage comprises: A self-test step is performed before applying high voltage, and a pre-charge high voltage stage is performed after the self-test is completed and no fault is reported; After entering the pre-charging high-voltage stage, the voltage difference between the two ends of the pre-charging contactor is obtained through the voltage test point to determine whether the pre-charging contactor is in a closed state. If so, the pre-charging IGBT switch responsible for the pre-charging load side of the same path is controlled to close, the pre-charging load of the same path is pre-charged, and the pre-charging detection step is performed; After the pre-charging of the pre-charged load on the same path is completed, the working contactor on the pre-charged load side is closed and the pre-charged IGBT switch is disconnected, and the working contactor fault detection step is performed to complete the pre-charging troubleshooting of the pre-charged load on the same path; After completing the pre-charging and pre-charging troubleshooting of the pre-charging loads on the same route, perform the pre-charging and pre-charging troubleshooting of the pre-charging loads on the branch routes one by one; After completing the pre-charging and pre-charging troubleshooting of all branch pre-charging loads, the high voltage is completed, and the pre-charging resistance and the voltage difference across the resistance wire are obtained to determine their respective working states.

9. The all-in-one controller power distribution system for new energy commercial vehicles according to claim 8, characterized in that: The self-test steps include: The voltage difference between the two ends of the pre-charging contactor is obtained through the voltage test point, and the working state of the pre-charging contactor is judged according to the voltage difference. When the pre-charging contactor is in the disconnected state and the current acquisition point on the positive electrode side of the power battery collects the current, the working contactor fault detection step is performed; when the pre-charging contactor is in the closed state and the current acquisition point on the positive electrode side of the power battery collects the current, the pre-charging IGBT switch fault detection step is performed; The working contactor fault detection step comprises: The voltage difference between the two ends of each working contactor is obtained through the voltage test point, and the magnitude of the voltage difference and the preset threshold value is judged to obtain the fault detection result; The pre-charge IGBT switch fault detection step comprises: The voltage difference between the two ends of each pre-charged IGBT switch is obtained through the voltage test point, and the magnitude of the voltage difference and the preset threshold is determined to obtain the fault detection result; The pre-charge detection step comprises: Obtain the voltage difference across the pre-charge IGBT switch. When the voltage difference is less than the preset threshold, it indicates that the pre-charge is complete. After a preset time, if the voltage difference is greater than the preset threshold, it indicates that the pre-charge has failed. Perform troubleshooting.

10. The all-in-one controller power distribution system for new energy commercial vehicles according to claim 9, characterized in that: Obtain the pre-charge resistance and the voltage difference across the resistance wire to determine their respective working states, including: Obtain the voltage difference between the two ends of the pre-charging resistor. When the voltage difference is less than a preset threshold, it means that the pre-charging resistor is connected normally without any fault. The voltage difference between the two ends of the fuse is obtained. When the voltage difference is greater than a preset threshold and the current acquisition point on the fuse side cannot detect current, it means that the fuse is blown.

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