Vehicle high voltage power-off control strategy, control system and vehicle

Abstract

The present application provides a vehicle high-voltage power-off control strategy, control system, and vehicle. The vehicle includes a high-voltage battery controller and a high-voltage relay. The high-voltage battery controller controls the high voltage on and off of the high-voltage load end by controlling the on and off of the high-voltage relay. The vehicle also includes a low-voltage pyrotechnic safety power-off switch installed on the outside of the power battery and connected in series to the low-voltage power supply circuit of the high-voltage battery controller. The vehicle high-voltage power-off control strategy includes: detecting and identifying the vehicle; when it is identified that the vehicle needs to reduce the high voltage, triggering and detonating the low-voltage pyrotechnic safety power-off switch to cut off the low-voltage power supply of the high-voltage battery controller, and the high-voltage relay is de-energized and passively opened to indirectly cut off the vehicle's high voltage. The present application can reduce maintenance costs.

Description

Technical Field

[0001] The present application relates to the field of vehicle technology, and in particular to a vehicle high-voltage power-off control strategy, a control system, and a vehicle. Background Art

[0002] In recent years, new energy vehicles (NEVs) have attracted consumers' attention with their environmentally friendly and low-cost advantages, and their popularity is increasing. As one of the core components of NEVs, high-voltage power batteries determine the vehicle's range, performance, and safety rating. Currently, in emergency situations, the high voltage is typically disconnected by disconnecting the power battery's internal high-voltage pyrotechnic safety disconnect switch. However, this method of disconnecting the high voltage essentially renders the vehicle battery useless, significantly increasing vehicle repair costs. Summary of the Invention

[0003] The purpose of this application is to provide a vehicle high-voltage power-off control strategy, control system and vehicle, aiming to solve at least one technical problem pointed out in the above-mentioned prior art.

[0004] One aspect of an embodiment of the present application provides a vehicle high-voltage power-off control strategy. The vehicle includes a high-voltage battery controller and a high-voltage relay. The high-voltage battery controller controls the high-voltage load end by controlling the on and off of the high-voltage relay. The vehicle also includes a low-voltage pyrotechnic safety power-off switch installed on the outside of the power battery and connected in series to the low-voltage power supply circuit of the high-voltage battery controller. The strategy includes: detecting and identifying the vehicle; when it is identified that the vehicle needs to reduce the high voltage, triggering and detonating the low-voltage pyrotechnic safety power-off switch to cut off the low-voltage power supply of the high-voltage battery controller, and the high-voltage relay is de-energized and passively opened to indirectly cut off the vehicle's high voltage.

[0005] Furthermore, the vehicle includes an acceleration sensor and a battery collision controller, the acceleration sensor is installed in the cell area of ​​the power battery and is connected to the battery collision controller, and the detection and identification of the vehicle includes: obtaining battery acceleration information detected by the acceleration sensor; the battery collision controller identifies the collision risk level of the power battery based on the battery acceleration information, and determines whether the vehicle needs to be put under high voltage according to the collision risk level of the power battery, wherein, when it is determined that the vehicle needs to be put under high voltage according to the collision risk level of the power battery, the battery collision controller triggers the detonation of the low-voltage pyrotechnic safety power-off switch.

[0006] Furthermore, the vehicle includes a whole vehicle collision sensor and a whole vehicle collision controller, the whole vehicle collision sensor is connected to the whole vehicle collision controller, and the detection and identification of the vehicle also includes: the whole vehicle collision controller receives a whole vehicle collision signal detected by the whole vehicle collision sensor; the whole vehicle collision controller identifies whether the vehicle needs to be put down at high voltage based on the whole vehicle collision signal, wherein, when it is identified that the vehicle needs to be put down at high voltage based on the whole vehicle collision signal, the whole vehicle collision controller triggers and detonates the low-voltage pyrotechnic safety power-off switch.

[0007] Furthermore, the strategy also includes: when the battery collision controller and the vehicle collision controller both recognize that the vehicle needs to lower high voltage, the priority of the vehicle collision controller in triggering the lowering of high voltage is higher than the priority of the battery collision controller.

[0008] Furthermore, the collision risk level of the power battery includes multiple levels, and the strategy also includes: when the battery collision controller does not identify the collision risk of the power battery, but the vehicle collision controller identifies bumps of a predetermined intensity and reaches a predetermined number of times, the collision risk level of the power battery is increased by one level.

[0009] Furthermore, the collision risk level of the power battery includes multiple levels, and the strategy further includes: when the cumulative number of collisions of the power battery with the same risk level reaches a predetermined number, the collision risk level of the power battery is increased by one level.

[0010] Furthermore, the strategy also includes: when it is identified that the power battery has been scratched or hit from the bottom, recording the cumulative number of times the power battery has been scratched or hit from the bottom, and counting it in a historical damage database; and / or uploading the impact information of the power battery being scratched or hit from the bottom to the cloud.

[0011] Furthermore, the strategy also includes: when the power battery is damaged with a higher collision risk level, directly overwriting the previous collision risk level with the higher collision risk level of the power battery.

[0012] Furthermore, the collision risk level of the power battery includes the first level, the second level, the third level and the fourth level in order from low to high according to the degree of collision damage. The strategy also includes: performing corresponding graded control on the vehicle based on the collision risk level of the power battery, including: when it is determined that the collision risk level of the power battery reaches the second level, a first vehicle alarm reminder is issued, and when it is identified that the vehicle speed drops to a predetermined speed, a control instruction is issued to allow the high-voltage battery controller software to disconnect the high voltage; when it is determined that the collision risk level of the power battery reaches the third level, a second vehicle alarm reminder is issued, and braking is performed according to an established strategy, and when it is identified that the vehicle speed drops to a predetermined speed, a control instruction is issued to allow the high-voltage battery controller to cut off the high-voltage relay; when it is determined that the collision risk level of the power battery reaches the fourth level, a third vehicle alarm reminder is issued, and emergency braking is performed according to the established strategy, and the high-voltage battery controller immediately cuts off the high-voltage relay.

[0013] Furthermore, the vehicle includes a low-voltage main power supply and a low-voltage backup power supply for providing low-voltage power to the entire vehicle, and the strategy also includes: detecting the power supply status of the low-voltage main power supply; when the power supply status of the low-voltage main power supply is abnormal, the control is switched to the low-voltage backup power supply to provide low-voltage power to the entire vehicle.

[0014] Another aspect of an embodiment of the present application provides a vehicle collision control system. The vehicle collision control system includes a high-voltage relay, a high-voltage battery controller, a low-voltage pyrotechnic safety power-off switch and a collision controller. The high-voltage relay is used to be connected to the high-voltage load end. The high-voltage battery controller is used to control the high voltage up and down of the high-voltage load end by controlling the on and off of the high-voltage relay. The low-voltage pyrotechnic safety power-off switch is installed on the outside of the power battery and is connected in series to the low-voltage power supply circuit of the high-voltage battery controller. The collision controller is used to trigger and detonate the low-voltage pyrotechnic safety power-off switch when it recognizes that the vehicle needs to reduce the high voltage, so as to cut off the low-voltage power supply of the high-voltage battery controller, and the high-voltage relay is powered off to indirectly cut off the vehicle's high voltage.

[0015] Furthermore, the collision controller includes a battery collision controller, and the vehicle includes an acceleration sensor installed in the cell area of ​​the power battery, and the acceleration sensor is connected to the battery collision controller, wherein the battery collision controller is used to identify the collision risk level of the power battery based on the battery acceleration information, and determine whether the vehicle needs to be put under high voltage according to the collision risk level of the power battery.

[0016] Furthermore, the collision sensor includes a vehicle collision controller for detecting a vehicle collision signal, wherein the vehicle collision controller is used to identify whether the vehicle needs to be subjected to high pressure based on the vehicle collision signal.

[0017] Yet another aspect of the present application provides a vehicle, which includes the vehicle collision control system described above.

[0018] The vehicle high-voltage power-off control strategy, control system, and vehicle of one or more embodiments of the present application add a low-voltage PSS. When the vehicle needs to reduce high voltage during a collision, the low-voltage PSS can be triggered to detonate, actively cutting off the low-voltage power supply of the high-voltage battery controller, thereby indirectly opening the high-voltage relay and disconnecting the high voltage, thereby achieving a fast and repairable high-voltage disconnection method, reducing maintenance costs and customer complaints.

[0019] The vehicle high-voltage power-off control strategy, control system, and vehicle of one or more embodiments of the present application increase the recognition of battery bottom collisions by adding acceleration sensors to the cell area of ​​the power battery, and ultimately achieve the processing of battery bottom-scratching collisions, thereby improving the safety performance of the entire vehicle and battery and protecting users.

[0020] The vehicle high-voltage power-off control strategy, control system and vehicle of one or more embodiments of the present application can achieve the decoupling of battery bottom collision and vehicle collision; battery bottom collision can be individually identified and high voltage can be applied, and can be graded according to the risk level of battery bottom collision. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] Figure 1 The figure is a schematic diagram of a strategy for high-voltage power-off in the event of a vehicle collision in related technology.

[0022] Figure 2 This is a schematic diagram of another strategy for high-voltage power-off during a vehicle collision in related technology.

[0023] Figure 3 This is a schematic diagram of another strategy for high-voltage power outage during a vehicle collision in related technologies.

[0024] Figure 4 This is a framework diagram of a vehicle collision control system according to one embodiment of the present application.

[0025] Figure 5 This is a framework diagram of a vehicle collision control system according to another embodiment of the present application.

[0026] Figure 6 This is a working relationship diagram of the battery ACU and the vehicle ACU according to one embodiment of the present application.

[0027] Figure 7 This is a flow chart of a vehicle high-voltage power-off control strategy according to an embodiment of the present application. DETAILED DESCRIPTION

[0028] Exemplary embodiments will be described in detail herein, with examples illustrated in the accompanying drawings. In the following description, when referring to the drawings, identical numerals in different figures represent identical or similar elements unless otherwise indicated. The embodiments described in the following exemplary embodiments are not intended to represent all embodiments consistent with the present application. Rather, they are merely examples of devices consistent with certain aspects of the present application, as detailed in the appended claims.

[0029] When the vehicle encounters an emergency scenario, such as a collision, short circuit, etc., the vehicle will perform high-voltage operation.

[0030] Figure 1 The schematic diagram of a high voltage power-off strategy for a vehicle collision in the related art is disclosed. Figure 1 As shown, when a vehicle collision occurs, the vehicle collision sensor 111 generates a collision signal to the vehicle collision controller (ACU). The vehicle ACU 112 detects the collision and transmits the collision signal to the high-voltage battery energy control module (BECM) 113 via hardwire and CAN (Controller Area Network) lines. The hardwire and CAN lines are redundant to improve transmission stability and reliability. After receiving the signal, the BECM 113 makes an assessment and issues a command to the high-voltage relay 115. The relay 115 opens, cutting off the high-voltage output. The high-voltage load terminal enters active discharge mode. After a period of time, the voltage of the high-voltage circuit drops to a safe voltage for human body acceptance.

[0031] Figure 2 The schematic diagram of another strategy for high voltage power off during vehicle collision in related technology is disclosed. Figure 2 As shown, when a collision occurs, the vehicle collision sensor 111 generates a collision signal and sends the collision signal to the vehicle ACU 112. After the vehicle ACU 112 determines that a collision has occurred, it sends the collision signal to the high-voltage battery controller (BECM) 113 via a hard line and a CAN line. The high-voltage battery controller (BECM) 113 directly drives the high-voltage pyrotechnical safety switch (PSS) 114 to cut off the high-voltage output, thereby cutting off the high voltage of the entire vehicle during a collision.

[0032] Figure 3 The schematic diagram of another strategy for high voltage power off in case of vehicle collision in related technology is disclosed. Figure 3As shown, when a collision occurs, the vehicle collision sensor 111 generates a collision signal and sends the collision signal to the vehicle ACU 112. The vehicle ACU 112 bypasses the high-voltage battery controller (BECM) 113 and directly drives the high-voltage pyrotechnic safety power switch (PSS) 114 to cut off the high-voltage output.

[0033] However, the above strategies all rely on the collision acceleration signal of the entire vehicle and do not take the vehicle's power battery into consideration.

[0034] In addition, in emergency situations, there are generally two types of internal power battery disconnection mechanisms: the high-voltage relay 115 (HVBR), which is relatively low-cost and has a relatively slow disconnection time, typically about 20-30 milliseconds. In some scenarios, repairs can be performed without disassembling the battery pack; only recovery operations can be performed through the vehicle diagnostic software. The other type is a pyrotechnic safety disconnect switch (PSS), which is installed inside the battery pack. It is expensive and has a relatively fast disconnection time, about 2-5 milliseconds. According to the operating principle of the pyrotechnic safety disconnect switch (PSS), it is a mechanical component that detonates a powder-type fuse and is irreparable. In some low-speed collisions, the battery pack can still be reused. However, if a pyrotechnic safety disconnect switch is used, the battery pack must be disassembled and replaced, resulting in high vehicle repair costs and prone to user complaints.

[0035] In view of this, the present application provides a vehicle high-voltage power-off control strategy, a control system, and a vehicle, which can solve at least one of the technical problems mentioned in the above related technologies.

[0036] The following describes in detail the vehicle high voltage power-off control strategy, control system, and vehicle of each embodiment of the present application in conjunction with the accompanying drawings. The features of the following embodiments and implementations may be combined with each other unless they conflict.

[0037] The present application provides a vehicle collision control system 200 . Figure 4 The framework diagram of the vehicle collision control system 200 according to one embodiment of the present application is disclosed. Figure 4 As shown, the vehicle collision control system 200 includes a vehicle collision sensor 111 , a vehicle collision controller (ACU) 112 , a vehicle zone controller (ZCU, Zone Control Unit) 201 , a high-voltage battery controller (BECM) 113 and a high-voltage relay 115 .

[0038] The vehicle collision sensor 111 is connected to the vehicle collision controller 112. The vehicle collision sensor 111 can be used to detect the vehicle collision signal. When the vehicle collision controller 112 identifies a vehicle collision based on the vehicle collision signal, it can trigger the vehicle to lower the high pressure.

[0039] When a vehicle collision occurs, the vehicle collision sensor 111 generates a collision signal to the vehicle collision controller (ACU) 112. The vehicle ACU 112 makes a judgment based on the collision signal and sends it to the high-voltage battery controller (BECM) 113 after confirming that it is a collision. To improve stability, the vehicle's ACU 112 can send crash signals to the high-voltage battery controller (BECM) 113 via two channels and methods: The first is a PWM (Pulse Width Modulation) signal. When the vehicle is in a normal state, the first PWM signal is sent. When the vehicle is in a crash state, the second PWM signal is sent. By switching between the two PWM signal types, the vehicle's domain controller (ZCU) 201 and the high-voltage battery controller (BECM) 113 enter crash mode. The second is a CAN (Controller Area Network) network signal. The vehicle's ACU 112 first sends a specific signal over the CAN network to the vehicle's domain controller (ZCU) 201. The ZCU 201 then forwards the signal to the high-voltage battery controller (BECM) 113 via the CAN network. These two channels serve as backup and redundancy. After receiving the signal, the high-voltage battery controller (BECM) 113 makes a judgment and then sends a command to the high-voltage relay 115. The high-voltage relay 115 opens and cuts off the high-voltage output. This is the first low-voltage path of the vehicle.

[0040] In some embodiments, the vehicle collision control system 200 of the present application may further include a low-voltage pyrotechnic safety cutoff switch (PSS) 213. The low-voltage PSS 213 is connected in series to the low-voltage power supply circuit of the high-voltage battery controller (BECM) 113 and is connected to the vehicle collision controller 112. The low-voltage PSS 213 is installed externally to the power battery, typically in a location within the vehicle that is easily accessible and less prone to collision. For example, the low-voltage PSS 213 may be installed in the passenger compartment. In the event of a vehicle collision, the vehicle ACU 112 can detonate the low-voltage pyrotechnic safety cutoff switch 213. When detonated and disconnected, the low-voltage PSS 213 cuts off the low-voltage power supply to modules such as the high-voltage battery controller (BECM) 113 and the high-voltage charge management system. The high-voltage charging management system, for example, may include an on-board integrated dual power (ODP) power management module, integrating the functions of an on-board charger (OBC), a DC-DC converter, and a power distribution unit (PDU). Due to an open low-voltage power supply circuit in the high-voltage battery controller (BECM) 113, the high-voltage relay 115 loses power and passively opens, shutting off the high voltage. The open low-voltage power supply circuit in the ODP also causes the DC-DC converter to cease operation, halting high-to-low voltage conversion. Therefore, by igniting the low-voltage PSS 213, the vehicle's high voltage can be indirectly disconnected, creating a secondary high-voltage path.

[0041] The first and second lower high-voltage paths serve as backups for each other, both capable of disconnecting high-voltage relay 115. The second lower high-voltage path transmits relatively quickly. If the vehicle requires repair, the low-voltage PSS 213 must first be replaced. The vehicle's on-board diagnostics system (OBD) then flashes the vehicle and high-voltage power battery status. If no significant issues are found after inspection, the high-voltage power battery can be repaired directly via software, without disassembling the battery pack. Serious issues can be addressed by disassembling the battery pack.

[0042] The vehicle collision control system 200 of the present application can provide a fast, low-cost, and easy-to-maintain method for disconnecting high voltage, which can solve problems such as slow high voltage disconnection during a vehicle collision and high maintenance costs after a vehicle collision.

[0043] Furthermore, due to the large size of high-voltage power batteries, the current mainstream design places them under the vehicle floor, low to the ground and prone to scraping and colliding with the ground, which can damage the battery. Minor accidents can cause customer concern and increase repair costs, while serious accidents can damage the battery pack casing or even the internal cells and electrical structure. Combined with frontal, side, rollover, or rear collisions, these can cause battery pack fires and explosions, impacting user safety. Therefore, mitigating the impact of battery collisions and improving battery safety is an ongoing issue that needs to be addressed.

[0044] Existing collision recognition mainly targets front, side, and rear collisions of the vehicle, but does not identify bottom collision accidents. It is easy for the battery to be damaged but not recognized by the vehicle's collision sensor, thus failing to achieve high voltage, posing potential risks to the vehicle and passengers.

[0045] To this end, the present application provides a vehicle collision control system 200 according to another embodiment. Figure 5 A frame diagram of a vehicle collision control system 200 according to another embodiment of the present application is disclosed. Figure 5 As shown, the vehicle collision control system 200 of the present application includes an acceleration sensor 211 and a battery collision controller (ACU) 212. The acceleration sensor 211 is connected to the battery ACU 212. The battery ACU 212 can communicate with the vehicle domain controller (ZCU) 201 and the high-voltage battery controller (BECM) 113 via a CAN network.

[0046] The acceleration sensor 211 is installed in the cell area of ​​the power battery and can be used to detect battery acceleration information.

[0047] Multiple acceleration sensors 211 can be installed within the internal cell area of ​​the vehicle's high-voltage power battery to identify and read the impact severity experienced by the battery, cells, etc. Optionally, multiple acceleration sensors 211 can be evenly distributed throughout the cell area to accurately identify the area and extent of bottom impact damage. The number of acceleration sensors 211 can be appropriately increased or decreased based on the actual physical size and internal structure of the battery pack.

[0048] The battery collision controller 212 may determine the collision risk level of the power battery based on the battery acceleration information, and may trigger corresponding graded control of the vehicle based on the collision risk level of the power battery.

[0049] When the battery crash controller 212 identifies that the collision risk level of the power battery requires the vehicle to lower its high voltage, it can also trigger the vehicle to lower its high voltage in a similar manner to the vehicle crash controller 112. For example, the battery crash controller 212 can trigger the detonation of the low-voltage PSS 213 to cut off the low-voltage power supply to the high-voltage battery controller 113, thereby indirectly cutting off the vehicle's high voltage.

[0050] Figure 6 The working relationship diagram of the battery ACU 212 and the vehicle ACU 112 in one embodiment of the present application is disclosed. Figure 6 As shown, the battery ACU 212 and the vehicle ACU 112 of the present application can both be used to identify vehicle collisions, and the battery ACU 212 can serve as a supplement and improvement to the actual vehicle collision identification. The present application can achieve the decoupling of battery bottom collisions and vehicle collisions. For some collision types, both the battery ACU 212 and the vehicle ACU 112 can identify them, and the vehicle ACU 112 is the primary judge. This is because the collisions identified by the vehicle ACU 112 are usually more serious and urgent, and the vehicle ACU 112 has a faster response speed, so the vehicle ACU 112 is given priority in responding to its judgment. For some collisions, especially bottom collisions, the vehicle ACU 112 cannot identify them, and the battery ACU 212 is relied upon for identification and judgment. In this case, the battery ACU 212 is the primary judge. As a supplement, the identification information of both is used as the basis for triggering the thermal runaway judgment of the high-voltage power battery. The high-voltage battery controller (BECM) 113 will perform subsequent thermal runaway processing according to the established strategy based on the information and the resistance, voltage and current detection, and temperature detection of the battery pack, such as disconnecting the high-voltage relay 115, unlocking the door, activating the hazard warning lights, calling 119, etc., to avoid vehicle safety problems caused by subsequent thermal runaway of the battery pack.

[0051] Considering that in extreme collision conditions, there may be problems such as power interruption and voltage drop in the low-voltage power supply system of the vehicle, Figure 5 As shown, in addition to the low-voltage main power supply 221 (such as a 12V main battery) used to supply low-voltage power to the entire vehicle, the vehicle of the present application also has an additional low-voltage backup power supply 222 (such as a 12V backup battery) to power modules such as the vehicle ACU 112, the battery ACU 212, the vehicle domain controller (ZCU) 201, the vehicle passenger compartment large screen (DHU) 202, the communication module (TCAM, Telematics & Connectivity Antenna Module) 203, and the door module (DM, Door Module) 204. The grid complementary interference of the low-voltage main power supply 221 and the low-voltage backup power supply 222 has an anti-reverse design.

[0052] The present application also provides a vehicle high-voltage power-off control strategy. Figure 7 A flow chart of a vehicle high voltage power-off control strategy according to an embodiment of the present application is disclosed. Figure 7 As shown, the vehicle high-voltage power-off control strategy of one embodiment of the present application may include steps S1 to S3.

[0053] In step S1, the vehicle is detected and identified.

[0054] In step S2, it is determined whether the vehicle needs to be pressurized. If the result of the determination is "yes", the process proceeds to step S3. Otherwise, the process returns to step S1 to continue detection and determination.

[0055] In step S3, when it is identified that the vehicle needs to reduce high voltage, the low-voltage pyrotechnic safety power-off switch 213 is triggered to cut off the low-voltage power supply of the high-voltage battery controller 113, and the high-voltage relay 115 is powered off and passively opened, thereby indirectly cutting off the vehicle's high voltage.

[0056] In some embodiments, the vehicle includes an acceleration sensor 211 and a battery crash controller (ACU) 212. The acceleration sensor 211 is installed in the cell area of ​​the power battery and is connected to the battery crash controller 212. The detection and identification of the vehicle in step S1 may include steps S11 and S12.

[0057] In step S11 , battery acceleration information detected by the acceleration sensor is acquired.

[0058] In step S12, the battery collision controller identifies the power battery's collision risk level based on the battery acceleration information and determines whether the vehicle requires high-voltage braking based on the power battery's collision risk level. Specifically, the battery ACU 212 determines the extent of power battery damage based on the battery acceleration information detected by the acceleration sensor 211 and a pre-defined acceleration calibration strategy. The collision risk level of the power battery is then determined based on the extent of the damage.

[0059] Therefore, in step S3, when the battery collision controller 212 identifies that the collision risk level of the power battery reaches the point where the vehicle needs to lower high voltage, the battery collision controller 212 triggers the detonation of the low-voltage pyrotechnic safety power-off switch 213 to cut off the low-voltage power supply of the high-voltage battery controller 113, and the high-voltage relay 115 is de-energized and passively opened to indirectly cut off the vehicle's high voltage.

[0060] The vehicle high-voltage power-off control strategy of the present application can solve the battery collision, especially the bottom collision problem.

[0061] In some embodiments, the vehicle includes a vehicle collision sensor and a vehicle collision controller, and the vehicle collision sensor is connected to the vehicle collision controller. The step S1 of detecting and identifying the vehicle may further include steps S13 and S14.

[0062] In step S13 , the vehicle collision controller 112 receives the vehicle collision signal detected by the vehicle collision sensor 111 .

[0063] In step S14 , the vehicle collision controller 112 identifies whether the vehicle needs to be lowered to a high pressure based on the vehicle collision signal.

[0064] Therefore, in step S3, when the vehicle collision controller 112 recognizes that the vehicle needs to release high voltage when it collides based on the vehicle collision signal, the vehicle collision controller 112 triggers the low-voltage pyrotechnic safety power-off switch 213 to cut off the low-voltage power supply of the high-voltage battery controller 113, and the high-voltage relay 115 is powered off and passively opened to indirectly cut off the vehicle's high voltage.

[0065] When both the battery collision controller 212 and the vehicle collision controller 112 identify a vehicle collision, the priority of the vehicle collision controller 112 in triggering the high voltage can be set higher than that of the battery collision controller 212. This is because: first, when the vehicle collision controller 112 identifies a vehicle collision, the collision is usually serious and urgent, requiring immediate high voltage, and the vehicle collision controller 112 triggers the high voltage faster than the battery collision controller 212; second, considering the severity of the collision identified by the vehicle collision controller 112, the high voltage triggered by the vehicle collision controller 112 is usually irreversible, that is, the user cannot restore it by himself, and needs to contact the 4S store or a designated third-party maintenance organization for inspection before the vehicle power can be restored. However, when the battery collision controller 212 identifies a lower level battery collision, the high voltage triggered by it is reversible, that is, after the vehicle stops, the user can choose to restore the high voltage by himself after checking the status of the vehicle and battery pack. Therefore, based on the above safety considerations, when both the battery collision controller 212 and the vehicle collision controller 112 identify a vehicle collision, the vehicle collision controller 112 is given priority in responding to the instruction to trigger the lowering of high voltage.

[0066] Based on battery acceleration information, the power battery of this application can be assigned multiple levels of collision risk. In some embodiments, the collision risk levels of the power battery include a first level, a second level, a third level, and a fourth level, ranked from low to high according to the severity of the collision damage. For example, the first level is for a light scrape or bottom impact on the battery; the second level is for a light to moderate scrape or bottom impact on the battery; the third level is for a moderate to severe scrape or bottom impact on the battery; and the fourth level is for a severe scrape or bottom impact on the battery.

[0067] In some embodiments, the vehicle high voltage power-off control strategy of the present application may further include step S4. In step S4, the vehicle may be subjected to corresponding graded control according to different collision risk levels of the power battery.

[0068] In the case where the collision risk level of the power battery includes the first level, the second level, the third level, and the fourth level, step S4 may further include steps S41 to S44.

[0069] In step S41, when it is identified based on the battery acceleration information that the power battery has been slightly scratched or hit from the bottom, the current collision risk level of the power battery can be determined to be the first level, and the cumulative number of times the power battery has been slightly scratched or hit from the bottom is recorded and included in the historical damage database; and / or, the impact information of the power battery, such as position, acceleration, estimated deformation, area, etc., is uploaded to the cloud database, the high-voltage battery controller (BECM) 113, and the vehicle domain controller (ZCU) 201.

[0070] The vehicle is running normally and no vehicle alarm is issued, so the customer is not aware of it at this time.

[0071] In step S42, when it is identified based on the battery acceleration information that the power battery has been subjected to a moderate or light scratch or bottom collision, the collision risk level of the power battery can be determined to be the second level, and the cumulative number of moderate or light scratches or bottom collisions suffered by the power battery can be recorded and included in the historical damage library; and / or, the impact information of the power battery, such as position, acceleration, estimated deformation, area, etc., can be uploaded to the cloud database, the high-voltage battery controller (BECM) 113, and the vehicle domain controller (ZCU) 201.

[0072] The vehicle also issues a primary alert. For example, the vehicle sends an alarm and prompt to the driver head-up unit (DHU) 202 in the passenger compartment and a mobile app, notifying the user, "A minor underbody collision has occurred. Please pull over and check the battery pack and vehicle status." This prompt is also provided through the vehicle's speakers. When the vehicle domain controller (ZCU) 201 detects that the vehicle speed has dropped to a predetermined speed (e.g., 0 km / h), it issues a control command to the high-voltage battery controller (BECM) 113 software to disconnect the high voltage.

[0073] If the vehicle has an integrated dashcam, it will automatically store 30 seconds of video and audio before the collision for customer analysis. After the vehicle stops, the user can check the vehicle and battery pack status and choose to restore high voltage (i.e., high voltage is reversible in the software). At their discretion, they can continue driving the vehicle or visit a 4S dealership or designated third-party repair facility for further inspection.

[0074] In step S43, when it is identified based on the battery acceleration information that the power battery has been subjected to medium to high degree scrapes or bottom collisions, the collision risk level of the power battery can be determined to be the third level, and the cumulative number of medium to high degree scrapes or bottom collisions of the power battery can be recorded and included in the historical damage library; and / or, the impact information of the power battery, such as position, acceleration, estimated deformation, area, etc., can be uploaded to the cloud database, the high-voltage battery controller (BECM) 113, and the vehicle domain controller (ZCU) 201.

[0075] The vehicle domain controller (ZCU) 201 then applies braking according to a predefined strategy and issues a secondary vehicle warning. For example, it activates the vehicle's hazard lights and sends a warning message, "The vehicle has experienced a bottom-scratching collision. Power and high voltage will be disconnected. Please pull over immediately." to the vehicle's driver's display (DHU) 202, the customer's mobile app, and a text message. The DHU 202 will flash a full-screen red light and issue an audible warning through the vehicle's speakers. Once the ZCU 201 detects that the vehicle's speed has dropped to a predetermined speed (e.g., 0 km / h), it issues a control command to the high-voltage battery controller (BECM) 113 to disconnect the high-voltage relay 115. The customer cannot repair the vehicle themselves and must contact a dealership or designated third-party maintenance agency for inspection before power can be restored. If the vehicle has an integrated dashcam, the video and audio from the 30 seconds preceding the collision will be automatically stored for analysis by the customer or maintenance personnel.

[0076] In step S44, when it is identified based on the battery acceleration information that the power battery is subjected to severe scraping or bottom collision, the collision risk level of the power battery can be determined to be the fourth level, and the cumulative number of severe scraping or bottom collisions of the power battery is recorded and included in the historical damage library; and / or, the impact information of the power battery, such as position, acceleration, estimated deformation, area, etc., is uploaded to the cloud database, the high-voltage battery controller (BECM) 113, and the vehicle domain controller (ZCU) 201.

[0077] Furthermore, the vehicle domain controller (ZCU) 201 performs emergency braking according to a pre-defined strategy and issues a third-party vehicle alert. For example, it activates the vehicle's hazard lights and sends a warning message, "The battery pack has been severely scraped and the vehicle has been disconnected from power. Please exit the vehicle immediately and move to a safe area. You may call 119." This is transmitted to the vehicle's driver's display (DHU) 202, the customer's mobile app, and a text message. The DHU 202 flashes red on the entire screen to alert the customer and issues an audible alert through the vehicle's speakers. Simultaneously, it activates the door module 204 to unlock, initiate an emergency call (E-call), and upload the vehicle's location. The high-voltage battery controller (BECM) 113 immediately disconnects the high-voltage relay 115, lowering the vehicle's windows to 50%. Furthermore, the backend sends a warning text message to the vehicle owner's emergency contact, including but not limited to the accident address, accident type, and vehicle status.

[0078] If the vehicle has an integrated dashcam, it will automatically store the 30 seconds of video and audio before the collision for subsequent analysis by the customer or maintenance personnel. If the vehicle has, but is not limited to, a center camera or a driver status monitoring camera, it will continuously capture and store photos for the next 10 seconds after the collision for subsequent collision analysis.

[0079] To facilitate understanding of the performance of the four damage levels in the vehicle and their impact on drivers and passengers, the following Table 1 provides an example description of the battery bottom collision risk levels and treatment in this application, and organizes the specific response measures for different collision risk levels for the battery ACU 212, cloud, high-voltage battery controller (BECM) 113, vehicle domain controller (ZCU) 201, driving recorder, DHU (Driver Head-up Unit, driving information display module) & mobile phone APP (including text messages), in-vehicle camera (including driver status camera (DMS, Driver Monitor System)), vehicle rescue functions, drivers and passengers, etc.

[0080] Table 1

[0081]

[0082] In some embodiments, the vehicle high-voltage power-off control strategy of the present application may further include step S5.

[0083] In step S5 , when the cumulative number of collisions of the power battery with the same risk level reaches a predetermined number, the collision risk level of the power battery is increased by one level.

[0084] For example, if the current risk level of the power battery is level 1, when the power battery has been subjected to a cumulative total of three collisions corresponding to level 1, the current risk level of the power battery is raised from level 1 to level 2.

[0085] In some embodiments, the vehicle high voltage power-off control strategy of the present application may further include step S6.

[0086] In step S6, when the battery collision controller does not identify the collision risk of the power battery, but the vehicle collision controller identifies bumps of a predetermined intensity and reaches a predetermined number, the collision risk level of the power battery is increased by one level.

[0087] For example, if the current risk level of the power battery is the second level, when the battery collision controller does not identify the collision risk of the power battery, but the vehicle collision controller identifies bumps of a predetermined intensity three times in total, the collision risk level of the power battery will be raised from the second level to the third level.

[0088] In some embodiments, the vehicle high voltage power-off control strategy of the present application may further include step S7.

[0089] In step S7 , when the power battery is damaged at a higher collision risk level, the higher collision risk level of the power battery is used to directly overwrite the previous collision risk level.

[0090] In some embodiments, a vehicle includes a low-voltage main power supply 221 and a low-voltage backup power supply 222 for providing low-voltage power to the entire vehicle. Therefore, the vehicle high-voltage power-off control strategy of the present application may further include: detecting the power supply status of the low-voltage main power supply 221; and when the power supply status of the low-voltage main power supply 221 is abnormal, controlling the switching of low-voltage backup power supply 222 to provide low-voltage power to the entire vehicle.

[0091] The present application also provides a vehicle, which includes the vehicle collision control system 200 described above.

[0092] The vehicle high-voltage power-off control strategy, control system, and vehicle of the present application add a low-voltage PSS 213. When the vehicle needs to lower high voltage during a collision, the low-voltage PSS 213 can be triggered to detonate, actively disconnecting the low-voltage power supply of the high-voltage battery controller (BECM) 113, the on-board integrated power management module (ODP), or the DC-DC converter, thereby indirectly opening the high-voltage relay 115 and disconnecting the high voltage, thereby achieving a fast and repairable high-voltage disconnection method, reducing maintenance costs and customer complaints.

[0093] In addition, the vehicle high-voltage power-off control strategy, control system and vehicle of the present application increase the accuracy of battery bottom collision recognition by adding an acceleration sensor 211 and a battery collision controller (ACU) 212 in the cell area of ​​the power battery, and formulate a battery bottom collision cumulative judgment and response strategy based on acceleration information and calibration strategy, thereby increasing the recognition accuracy of battery bottom collisions, and ultimately achieving the processing of battery bottom scraping collisions, improving the safety performance of the entire vehicle and battery, and protecting users.

[0094] The vehicle high-voltage power-off control strategy, control system, and battery collision and high-voltage power-off problem-solving strategy and logic provided by the present application, while keeping the overall framework strategy unchanged as much as possible, are optimized and the functional safety level redundancy is improved by adding a battery collision controller (ACU) 212, a low-voltage PSS 213, and a low-voltage backup power supply 222. This can solve the hierarchical processing of battery collisions, especially bottom collisions, and a low-cost high-voltage power-off solution.

[0095] The vehicle high-voltage power-off control strategy, control system and vehicle of the present application can achieve the decoupling of battery bottom collision and vehicle collision; battery bottom collision can be individually identified and high voltage can be applied, and can be graded according to the risk level of battery bottom collision.

[0096] The above is a detailed introduction to the vehicle high-voltage power-off control strategy, control system and vehicle provided in the embodiments of the present application. This article uses specific examples to illustrate the vehicle high-voltage power-off control strategy, control system and vehicle in the embodiments of the present application. The description of the above embodiments is only used to help understand the core idea of ​​the present application and is not intended to limit the present application. It should be pointed out that for ordinary technicians in this technical field, without departing from the spirit and principles of the present application, several improvements and modifications can be made to the present application, and these improvements and modifications should also fall within the scope of protection of the claims attached to the present application.

Claims

1. A vehicle high-voltage power-off control strategy, wherein the vehicle includes a high-voltage battery controller and a high-voltage relay. The high-voltage battery controller controls the high-voltage load end by controlling the on-off state of the high-voltage relay. The strategy is characterized by: The vehicle further includes a low-voltage pyrotechnic safety power-off switch mounted outside the power battery and connected in series to the low-voltage power supply circuit of the high-voltage battery controller. The strategy includes: detecting and identifying the vehicle; When it is identified that the vehicle needs to reduce high voltage, the low-voltage pyrotechnic safety power-off switch is triggered to detonate, thereby cutting off the low-voltage power supply of the high-voltage battery controller. The high-voltage relay is powered off and passively opened, thereby indirectly cutting off the vehicle's high voltage. The vehicle includes an acceleration sensor, a battery collision controller, a vehicle collision sensor, and a vehicle collision controller, wherein the acceleration sensor is connected to the battery collision controller, and the vehicle collision sensor is connected to the vehicle collision controller, wherein detecting and identifying the vehicle includes: Acquiring battery acceleration information detected by the acceleration sensor; The battery collision controller identifies a collision risk level of the power battery based on the battery acceleration information, and determines whether the vehicle needs to be subjected to high voltage according to the collision risk level of the power battery; The vehicle collision controller receives a vehicle collision signal detected by the vehicle collision sensor; The vehicle collision controller identifies whether the vehicle needs to be high-voltage based on the vehicle collision signal. When one of the battery collision controller and the vehicle collision controller identifies that the vehicle needs to be detonated at high voltage, the controller triggers the detonation of the low-voltage pyrotechnic safety power-off switch. The collision risk level of the power battery includes multiple levels, and the control strategy further includes: When the battery collision controller does not identify the collision risk of the power battery, but the vehicle collision controller identifies bumps of a predetermined intensity and reaches a predetermined number of times, the collision risk level of the power battery is increased by one level.

2. The control strategy according to claim 1, wherein: The acceleration sensor is installed in the cell area of ​​the power battery.

3. The control strategy according to claim 1, wherein: The strategy also includes: When both the battery collision controller and the vehicle collision controller recognize that the vehicle needs to lower high voltage, the priority of the vehicle collision controller in triggering the lowering of high voltage is higher than the priority of the battery collision controller.

4. The control strategy according to claim 1, wherein: The collision risk level of the power battery includes multiple levels, and the strategy also includes: When the power battery experiences collisions of the same risk level cumulatively reaching a predetermined number, the collision risk level of the power battery is increased by one level.

5. The control strategy according to claim 4, characterized in that: The strategy also includes: When it is identified that the power battery is scratched or hit from the bottom, the cumulative number of times the power battery is scratched or hit from the bottom is recorded and entered into a historical damage database; and / or, The impact information of the power battery being scratched or hit from the bottom is uploaded to the cloud.

6. The control strategy according to any one of claims 1 to 5, characterized in that: The collision risk levels of the power battery include level 1, level 2, level 3, and level 4 according to the degree of collision damage from low to high. The strategy also includes: The vehicle is controlled in a corresponding graded manner based on the collision risk level of the power battery, including: When it is determined that the collision risk level of the power battery reaches the second level, a first vehicle alarm reminder is issued, and when it is recognized that the vehicle speed drops to a predetermined speed, the high-voltage battery controller software is instructed to disconnect the high voltage; When it is determined that the collision risk level of the power battery reaches the third level, a second vehicle alarm is issued, and braking is performed according to a predetermined strategy. When it is identified that the vehicle speed drops to a predetermined speed, a control instruction is issued to the high-voltage battery controller to disconnect the high-voltage relay; When it is determined that the collision risk level of the power battery reaches the fourth level, the vehicle will issue a third alarm reminder, and emergency braking will be performed according to the established strategy, and the high-voltage battery controller will immediately cut off the high-voltage relay.

7. The control strategy according to claim 1, wherein: The vehicle includes a low-voltage main power supply and a low-voltage backup power supply for supplying low-voltage power to the entire vehicle, and the strategy further includes: Detecting the power supply status of the low-voltage main power supply; When the power supply state of the low-voltage main power supply is abnormal, the control is switched to the low-voltage backup power supply to provide low-voltage power supply to the entire vehicle.

8. A vehicle high voltage power-off control system, characterized by: include: High voltage relay, used for connecting to the high voltage load end; A high-voltage battery controller, configured to control the high voltage on and off of the high-voltage load end by controlling the on and off of the high-voltage relay; A low-voltage pyrotechnic safety power-off switch, installed outside the power battery and connected in series to the low-voltage power supply circuit of the high-voltage battery controller; The collision controller is used to trigger and detonate the low-voltage pyrotechnic safety power-off switch when it recognizes that the vehicle needs to release high voltage, so as to cut off the low-voltage power supply of the high-voltage battery controller and de-energize the high-voltage relay, thereby indirectly cutting off the vehicle's high voltage. The collision controller includes a battery collision controller and a vehicle collision controller. The vehicle includes an acceleration sensor and a vehicle collision sensor. The acceleration sensor is used to detect battery acceleration information. The vehicle collision sensor is used to detect vehicle collision signals. The battery collision controller is used to identify the collision risk level of the power battery based on the battery acceleration information and determine whether the vehicle needs to be put under high pressure according to the collision risk level of the power battery. The vehicle collision controller is used to identify whether the vehicle needs to be put under high pressure based on the vehicle collision signal. Among them, when one of the battery collision controller and the whole vehicle collision controller identifies that the vehicle needs to go down high voltage, the controller triggers to detonate the low-voltage pyrotechnic safety power-off switch; when the battery collision controller does not identify the collision risk of the power battery, but the whole vehicle collision controller identifies bumps of a predetermined intensity and reaches a predetermined number of times, the collision risk level of the power battery is increased by one level.

9. A vehicle, characterized in that: It includes the vehicle high-voltage power-off control system as claimed in claim 8.

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