High-voltage power-on and power-off control method and system and new energy commercial vehicle

Abstract

The invention discloses a high-voltage power-on and power-off control method and system and a new energy commercial vehicle in the field of electric automobiles, and the power-on and power-off control method comprises the steps that a high-voltage loop needing to be connected is dynamically selected according to the fault state of a high-voltage part; if the fault state of the high-voltage component meets the high-voltage power-on condition, a relay of a high-voltage loop related to the current working condition is closed; if part of the high-voltage components are detected to have faults and the rest of the high-voltage components meet the lowest operation requirement, the fault components are isolated, and part of high-voltage power supply is maintained; during high-voltage power-off, the relays in the high-voltage parts are disconnected in sequence, and active discharging is executed; the high-voltage component is arranged in the vehicle, and the vehicle controller is adaptively connected with the high-voltage loop according to the fault state, so that the vehicle can be controlled to be powered on at high voltage, the use requirement of vehicle driving is met, and the problem that the vehicle cannot be driven due to the fault that any power battery pack or any driving motor is forbidden to be powered on at high voltage is solved.

Description

Technical Field

[0001] This application relates to the technical field of electric vehicles, and particularly to a high-voltage power-on and power-off control method, system, and new energy commercial vehicle. Background Art

[0002] The power battery power and driving ability required by new energy commercial vehicles are much larger than those of passenger vehicles. Therefore, new energy commercial vehicles usually are equipped with multiple battery packs to meet the power demand and multiple drive motors to meet the driving ability demand. However, with the increase in the number of high-voltage components in the vehicle, the risk of affecting the vehicle's inability to perform high-voltage power-on also increases. Any component that has a fault affecting high-voltage power-on will cause the vehicle to be unable to apply high voltage, making the vehicle unable to drive, and the cost of commercial vehicle roadside rescue is often higher.

[0003] At the same time, there are many high-voltage circuits in new energy commercial vehicles. Usually, regardless of the situation, as long as the vehicle performs high-voltage power-on, all high-voltage circuits will be controlled to be connected, so that circuits that do not need to participate in work in some cases are also connected, and the high-voltage relays on the corresponding high-voltage circuits also operate, affecting the service life of the high-voltage relays.

[0004] In addition, when a controller related to the power system, such as a motor controller, performs OTA (Over-the-Air) upgrade, the vehicle often needs to be in a non-high-voltage power-on state and can only use the low-voltage battery to provide energy for the vehicle. If the OTA underestimates the required low-voltage energy at this time, or the energy of the low-voltage battery collected is incorrect, it is easy to cause problems such as OTA upgrade failure and low-voltage battery undervoltage.

[0005] Currently, in the prerequisite judgment of high-voltage power-on for new energy commercial vehicles, if there is any fault that affects high-voltage power-on, the entire vehicle cannot perform high-voltage power-on and cannot drive the vehicle. If any fault that affects high-voltage power-on occurs during driving, the vehicle will limit the output drive power until it stops and then performs high-voltage power-off. At this time, only roadside rescue can be called.

[0006] There are many high-voltage circuits in new energy commercial vehicles. Regardless of the situation that requires high-voltage power-on, all high-voltage circuits will be connected, and all high-voltage relays need to operate. However, in fact, in many cases, it is not necessary to connect all high-voltage circuits, which affects the service life of the high-voltage relays.

[0007] Usually, when a controller related to the power system performs OTA, the vehicle needs to maintain a high-voltage power-off state, and the low-voltage battery provides energy for the entire vehicle. If the OTA underestimates the required low-voltage energy at this time, or the energy of the low-voltage battery collected is incorrect, it is easy to cause problems such as OTA upgrade failure and low-voltage battery undervoltage. Summary of the Invention

[0008] The purpose of this application is to provide a high-voltage power-on and power-off control method, system and new energy commercial vehicle, so as to solve the problem that a single fault causes the entire vehicle to break down in the prior art.

[0009] To achieve the above object, the following technical solutions are adopted in this application: In the first aspect, this application discloses a high-voltage power-on and power-off control method, which includes dynamically selecting the high-voltage circuits to be connected according to the vehicle operating conditions and the fault states of high-voltage components; wherein, when the fault state of the high-voltage component meets the high-voltage power-on condition, the relay of the high-voltage circuit related to the current vehicle operating condition is closed; if some of the high-voltage components are detected to be faulty and the remaining high-voltage components meet the minimum operating requirements, the faulty components are isolated and partial high-voltage power supply is maintained; when high-voltage power-off, the relays in the high-voltage components are disconnected in sequence and active discharge is performed.

[0010] A further solution of this application, the high-voltage components include several parallel independent battery circuits, each independent battery circuit includes a battery pack, positive / negative relays; several parallel independent motor circuits, each independent motor circuit includes a motor, a positive relay and a pre-charge relay; an auxiliary drive circuit, the auxiliary drive circuit includes parallel positive, pre-charge relays and DCDC, DCAB, DCAS, compressor, PTC components; the auxiliary drive circuit is arranged between the independent battery circuit and the independent motor circuit.

[0011] A further solution, when driving the vehicle to high voltage; if some of the independent battery circuits and independent motor circuits are faulty, then sequentially control the closing of the remaining power-on independent battery circuits, the auxiliary drive circuit and the remaining power-on independent motor circuits. After the pre-charge relay in the independent motor circuit is pre-charged, switch to the positive relay, and finally disconnect the pre-charge relays of the auxiliary drive circuit and all drivable independent motor circuits to perform vehicle voltage boosting; otherwise, vehicle voltage boosting is prohibited.

[0012] A further solution, when the vehicle battery fails during driving; if there are available independent battery circuits, limit the vehicle driving ability until it stops. After the vehicle driving force recovers, complete the vehicle high-voltage power-off after driving.

[0013] otherwise, directly complete the vehicle high-voltage power-off.

[0014] A further solution, when the motor fails during driving; If there is an available independent motor circuit, control the faulty motor to be disabled, then disconnect the positive relay of the independent motor circuit where the faulty motor is located, and control the motor of the disconnected independent motor circuit to perform active discharge; after the vehicle journey ends, perform high-voltage power-off. Otherwise, directly complete the high-voltage power-off of the vehicle.

[0015] A further solution is that when the non-driven vehicle is powered on with high voltage; If there is no fault prohibiting high-voltage power-on in the whole vehicle and there is an available independent battery circuit, only close the relays of the available independent battery circuit and the auxiliary drive circuit, and keep the independent motor circuit disconnected; Otherwise, prohibit the vehicle from being powered on with high voltage.

[0016] A further solution is that the high-voltage power-off includes First, disconnect the relay in the independent battery circuit, then disconnect the positive relays in the auxiliary drive circuit and the independent motor circuit, and finally control the DCAB or DCAS to perform active discharge.

[0017] In a second aspect, the present application discloses a high-voltage power-on and power-off control system for a new energy commercial vehicle, which includes a vehicle controller; The vehicle controller is used to execute the above-mentioned high-voltage power-on and power-off control method.

[0018] In a first aspect, the present application discloses a new energy commercial vehicle, which includes the above-mentioned high-voltage power-on and power-off control system for a new energy commercial vehicle, or adopts the above-mentioned high-voltage power-on and power-off control method.

[0019] The beneficial effects of the present application are as follows: When the vehicle needs to be driven, high-voltage components are set in the vehicle. In actual production, the high-voltage components include several 1 power battery packs and several 1 drive motors. The vehicle controller adaptively connects the high-voltage circuit according to the fault status, then the vehicle can be controlled to be powered on with high voltage, meeting the use requirements of vehicle driving, and avoiding the problem that the vehicle cannot be driven due to the fault of any power battery pack or any drive motor prohibiting high-voltage power-on.

[0020] Among them, when the vehicle is in a situation where it needs to be charged, intelligently charged, remotely powered on with high voltage, and generally allows high-voltage OTA, etc., it can be controlled that the high-voltage circuit of the vehicle that does not need to participate in such functions is in a high-voltage disconnected state, avoiding the action of irrelevant high-voltage relays and prolonging the service life of the high-voltage relays.

[0021] In addition, for components related to the power system, such as the drive motor, when performing OTA on the motor controller, the vehicle can be in a high-voltage powered-on state, and the high-voltage power supply provides energy for the whole vehicle, reducing the demand scenario of only using the low-voltage battery to supply power to the vehicle during OTA, and further avoiding problems such as OTA upgrade failure and low-voltage battery undervoltage caused by inaccurate estimation of the required low-voltage energy during OTA or incorrect energy of the collected low-voltage battery. Description of the Drawings

[0022] Figure 1 Schematic diagram of the high-voltage topology of the new energy commercial vehicle in the embodiment of the present application; Figure 2 High-voltage power-on and power-off control logic flow chart during driving in the embodiment of the present application; Figure 3 Control logic flow chart for the power-off fault that occurs to the power battery pack during driving in the embodiment of the present application; Figure 4 Control logic flow chart for the power-off fault that occurs to the motor during driving in the embodiment of the present application; Figure 5 High-voltage power-on and power-off control logic flow chart without high-voltage connection of the main drive circuit in the embodiment of the present application; Figure 6 Flow chart of the high-voltage power-on and power-off control method in the embodiment of the present application. Detailed Embodiments

[0023] Next, the technical solutions in the embodiments of the present application will be clearly and completely described in conjunction with 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. The following description of at least one exemplary embodiment is actually only illustrative and in no way limits the present application and its application or use. Embodiment 1

[0024] As Figure 1As shown in the figure, the present application discloses a high-voltage topology structure for new energy commercial vehicles. High-voltage components are installed on the vehicle. By reasonably controlling the high-voltage components, reasonable up and down high-voltage operations can be achieved under various vehicle conditions. In this embodiment, the vehicle is equipped with n independent battery circuits connected in parallel (n is an integer greater than or equal to 2), with one power battery pack in each circuit. Each independent battery circuit has two high-voltage relays, one for the positive electrode and one for the negative electrode. The vehicle is provided with m independent motor circuits connected in parallel (m is an integer greater than or equal to 2), with one drive motor in each circuit. Each independent motor circuit has two high-voltage relays, one for the positive electrode and one for pre-charging. At the same time, the vehicle is equipped with an auxiliary drive circuit, on which a DCDC (DC converter), DCAS, DCAB (DC circuit breaker), compressor, and PTC (thermistor) are connected in parallel. The auxiliary drive circuit has two high-voltage relays, one for the positive electrode and one for pre-charging. Here, the auxiliary drive circuit, independent battery circuits, and independent motor circuits are connected to the main line, and the auxiliary drive circuit is located between the independent battery circuit group and the independent motor circuit group. Embodiment 2

[0025] As shown in the attached Figure 6 figure, this embodiment discloses a high-voltage power-on and power-off control method, which is implemented based on the high-voltage topology structure of Embodiment 1 above, including dynamically selecting the high-voltage circuit to be connected according to the fault status of the high-voltage components; among them, when the fault status of the high-voltage components meets the high-voltage power-on condition, close the relays of the high-voltage circuit related to the current working condition; if some high-voltage components are detected to be faulty and the remaining high-voltage components meet the minimum operation requirements, isolate the faulty components and maintain partial high-voltage power supply; when powering off the high-voltage, disconnect the relays in the high-voltage components in sequence and perform active discharging.

[0026] In some implementation scenarios, the high-voltage power-on and power-off control method in this embodiment is implemented as follows. According to the vehicle operating conditions, as well as the location and quantity of specific faulty components, fine control of the vehicle's high-voltage power-on and power-off is carried out to meet the usage requirements in different usage scenarios.

[0027] As shown in the attached Figure 2 figure, for Application Scenario 1, when the vehicle needs to drive and power on the high-voltage, it is judged that there is no fault prohibiting high-voltage power-on in the whole vehicle. According to the fault status of the battery packs, it is judged whether the number of battery packs that can be powered on is ≥1, and according to the fault status of the motors, it is judged whether the number of motors that can be driven is ≥1. If the conditions are met, control to close all the battery pack relays that can be powered on, then close the pre-charge relays of the auxiliary drive circuit and all drivable motor circuits. After waiting for the pre-charge to complete, control to close the positive relays of the auxiliary drive circuit and all drivable motor circuits, and then control to disconnect the pre-charge relays of the auxiliary drive circuit and all drivable motor circuits. When the driving of the vehicle ends and high-voltage power-off is required, if the normal conditions for the vehicle's high-voltage power-off are met, control to disconnect the already closed battery pack relays, and then control to disconnect the positive relays of the auxiliary drive circuit and the already closed motor circuits. Control the motors of the previously driven motor circuits and the DCAB (or DCAS) to perform active discharge. After the discharge ends, the high-voltage power-off is completed; Otherwise, prohibit the vehicle from getting on high voltage.

[0028] As attached Figure 3 shown, for the application of typical scenario 2, when some battery packs have faults that require high-voltage power-off during the driving of the vehicle, judge whether the number of remaining power-supplying battery packs is ≥1; If the conditions are not met, the vehicle executes the high-voltage power-off process; If the conditions are met, prompt the user, and the words "Vehicle fault, please pull over immediately and resume later" appear on the display screen. Subsequently, limit the driving ability of the vehicle and wait for the vehicle to stop. Disconnect the relays of the battery packs that need to be powered off. After completion, prompt the user, and the words "Vehicle has recovered, but the driving ability is limited. Please drive carefully" appear on the display screen; After the driving ends, execute the normal high-voltage power-off process.

[0029] As attached Figure 4 shown, for the application of typical scenario 3, when a motor has a fault that requires high-voltage power-off during the driving of the vehicle, judge whether the number of remaining drivable motors is ≥1; If the conditions are not met, the vehicle executes the high-voltage power-off process; If the conditions are met, prompt the user, and the words "Vehicle fault, driving ability is limited. Please drive carefully" appear on the display screen. Control the faulty motor to be non-enabled, then disconnect the positive relay of the motor circuit where the faulty motor is located, and control the motor of the disconnected motor circuit to perform active discharge. After the driving ends, execute the normal high-voltage power-off process.

[0030] As attached Figure 5 shown, for the application of typical scenario 4, for working conditions such as AC charging, DC charging, intelligent charge compensation, high-voltage OTA, and remote high-voltage power-on that require high-voltage power-on during non-driving operations, judge that there is no fault prohibiting high-voltage power-on in the vehicle, and judge whether the number of power-supplying battery packs is ≥1 based on the battery pack fault status; If the conditions are met, control to close all the battery pack relays that can be powered on, then close the pre-charge relay of the auxiliary drive circuit. After waiting for the pre-charge to complete, control to close the positive relay of the auxiliary drive circuit, and then control to open the pre-charge relay of the auxiliary drive circuit; when non-driving vehicle operations such as AC charging, DC charging, intelligent charge compensation, high-voltage OTA, and remote high-voltage application require high-voltage power-off, when the normal conditions for vehicle high-voltage power-off are met, control to open the already closed battery pack relays, then control to open the positive relay of the auxiliary drive circuit, and control the DCAB (or DCAS) to perform active discharge. After the discharge is completed, the high-voltage power-off is completed. Since each motor circuit has a separate high-voltage relay, the high-voltage relay does not need to be closed during the OTA upgrade of the motor controller, which can be classified into high-voltage OTA to expand the scope of high-voltage OTA.

[0031] If not, the vehicle is prohibited from going to high voltage. Embodiment III

[0032] In this embodiment, a high-voltage power-on and power-off control system for new energy commercial vehicles is disclosed, which includes a vehicle controller; The vehicle controller is used to execute the high-voltage power-on and power-off control method in Embodiment II. Embodiment IV

[0033] In this embodiment, a commercial vehicle is disclosed, which includes the high-voltage power-on and power-off control system for new energy commercial vehicles in Embodiment III, or adopts the high-voltage power-on and power-off control method in Embodiment II.

[0034] In the description of the present application, it should be understood that the orientation or positional relationship indicated by the terms "center", "longitudinal", "lateral", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc. is based on the orientation or positional relationship shown in the drawings, and is only for the convenience of describing the present application 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 a limitation to the present application. In addition, the terms "first", "second", etc. are only used for descriptive purposes, and cannot be understood as indicating or implying relative importance or implicitly indicating the quantity of the indicated technical features. Thus, the features defined with "first", "second", etc. may explicitly or implicitly include one or more of such features. In the description of the present application, unless otherwise specified, the meaning of "a plurality" is two or more.

[0035] In the description of this application, it should be noted that unless otherwise clearly specified and defined, the terms "installed", "connected", and "coupled" 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 directly connected or indirectly connected 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 this application can be understood through specific circumstances.

Claims

1. A high-voltage power-on and power-off control method, characterized in that, including dynamically select a high-voltage circuit to be connected according to the vehicle working condition and the failure state of high-voltage components; wherein, when the failure state of the high-voltage component meets the high-voltage power-on condition, close the relay of the high-voltage circuit related to the current vehicle working condition; if some of the high-voltage components are detected to fail and the remaining high-voltage components meet the minimum operation requirements, isolate the faulty components and maintain partial high-voltage power supply; when performing high-voltage power-off, disconnect the relays in the high-voltage components in sequence and perform active discharge.

2. The high-voltage power-on and power-off control method according to claim 1, wherein The high-voltage components include a number of parallel independent battery circuits, each independent battery circuit including a battery pack, positive / negative relays; a number of parallel independent motor circuits, each independent motor circuit including a motor, a positive relay and a pre-charge relay; an auxiliary drive circuit, the auxiliary drive circuit including parallel positive, pre-charge relays and DCDC, DCAB, DCAS compressors, PTC components; The auxiliary drive circuit is arranged between the independent battery circuit and the independent motor circuit.

3. The high-voltage power-on and power-off control method according to claim 2, wherein When driving the vehicle to go on high voltage; if some of the independent battery circuits and independent motor circuits fail, then sequentially control to close the remaining independent battery circuits that can be powered on, the auxiliary drive circuit and the remaining independent motor circuits that can be powered on. After the pre-charge relay in the independent motor circuit completes pre-charging, switch to the positive relay, and finally disconnect the pre-charge relay of the auxiliary drive circuit and all drivable independent motor circuits to perform vehicle voltage boosting; otherwise, prohibit the vehicle from going on high voltage.

4. The high-voltage power-on and power-off control method according to claim 2, wherein When the battery fails during driving; if there are available independent battery circuits, limit the vehicle driving ability until it stops. After the vehicle driving force recovers, complete the vehicle high-voltage power-off after driving ends; otherwise, directly complete the vehicle high-voltage power-off.

5. The high-voltage power-on and power-off control method according to claim 2, characterized in that, When the motor fails during driving; if there are available independent motor circuits, control the faulty motor to be non-enabled, then disconnect the positive relay of the independent motor circuit where the faulty motor is located, and control the motor of the disconnected independent motor circuit to perform active discharge; perform high-voltage power-off after driving ends; otherwise, directly complete the vehicle high-voltage power-off.

6. The high-voltage power-on and power-off control method according to claim 2, wherein When non-driving the vehicle to go on high voltage; if there is no fault prohibiting high-voltage power-on in the whole vehicle and there are available independent battery circuits, only close the relays of the available independent battery circuits and the relays of the auxiliary drive circuit, and keep the independent motor circuits disconnected; otherwise, prohibit the vehicle from going on high voltage.

7. The high-voltage power-on and power-off control method according to claim 2, wherein The high-voltage power-off includes first disconnect the relays in the independent battery circuit, then disconnect the positive relays in the auxiliary drive circuit and the independent motor circuit, and finally control DCAB or DCAS to perform active discharge.

8. A high-voltage power-on and power-off control system for new energy commercial vehicles, characterized in that, including a vehicle controller; The vehicle controller is used to execute the high-voltage power-on and power-off control method according to any one of claims 1 to 7.

9. A new energy commercial vehicle, characterized in that, including the new energy commercial vehicle high-voltage power-on and power-off control system according to claim 8, or adopting the high-voltage power-on and power-off control method according to any one of claims 1 to 7.

Images