Vehicle high-voltage insulation control system and control method

Abstract

The invention discloses a vehicle high-voltage insulation control system and method. The system comprises a vehicle control unit VCU, a power battery pack, a high-voltage power distribution control system PDU, a first relay arranged between the negative electrode of the power battery pack and the negative electrode of the PDU, a second relay arranged between the negative electrode of the PDU and the negative electrode of a direct-current charging interface, and a third relay arranged between the positive electrode of the PDU and the positive electrode of the direct-current charging interface. The VCU is used for controlling the VCU, the PDU and a battery management system (BMS) of the power battery pack to enter a target preparation state according to a received vehicle state signal, and controlling the first relay, the second relay and the third relay to be switched off or switched on according to the target preparation state; the PDU is used for detecting the opening and closing states of the first relay, the second relay and the third relay; the BMS is used for entering the target state when the on-off states of all the relays correspond to the target preparation state and the high-voltage insulation detection is free of faults, short circuit of the whole vehicle caused by water entering the quick charging seat can be effectively prevented, the situation that the vehicle loses power due to insulation faults is avoided, and the safety of the vehicle in the running process is ensured.

Description

Technical Field

[0001] The present application relates to the technical field of vehicle insulation control, and in particular to a vehicle high-voltage insulation control system and control method. Background Art

[0002] As the number of pure electric vehicles continues to grow, their safety and reliability are receiving increasing attention. Vehicle insulation testing and protection measures are particularly important. In a pure electric vehicle's charging system, the charging socket serves as the vehicle's external energy interface, and its protection level has a crucial impact on the vehicle's overall insulation performance.

[0003] Currently, the high-voltage circuit within the PDU (Power Distribution Unit) of an electric vehicle typically features a relay installed on either the positive or negative terminal, with the other terminal connected via a copper plate. Many drivers fail to close the lid of the quick-charger after charging, resulting in vehicles being driven with the lid open. When a vehicle encounters inclement weather such as rain or snow, the quick-charger can easily infiltrate the quick-charger. Once this water intrusion occurs, it can short-circuit the quick-charger to the vehicle ground, causing insulation failure throughout the vehicle. This sudden insulation failure can cause the vehicle to lose power, threatening the safety of the driver, other vehicles on the road, and pedestrians. It can also cause traffic congestion, further impacting public perception and acceptance of electric vehicles.

[0004] Therefore, how to effectively solve the problem of vehicle insulation failure caused by water ingress into the fast charging seat is a technical problem that needs to be solved urgently. Summary of the Invention

[0005] The present application provides a vehicle high-voltage insulation control system and control method, which can solve the technical problem in the prior art that water enters the fast charging seat during vehicle operation, resulting in vehicle insulation failure caused by short circuit between the fast charging seat and the entire vehicle.

[0006] In a first aspect, an embodiment of the present application provides a vehicle high-voltage insulation control system, the vehicle high-voltage insulation control system comprising: Vehicle controller VCU, high-voltage power distribution control system PDU, power battery pack, a first relay arranged between the negative pole of the power battery pack and the negative pole of the PDU, a second relay arranged between the negative pole of the PDU and the negative pole of the DC charging interface, and a third relay arranged between the positive pole of the PDU and the positive pole of the DC charging interface; The VCU is used to control the VCU itself, the PDU and the battery management system BMS of the power battery pack to enter a target preparation state according to the received vehicle status signal, and control the first relay, the second relay and the third relay to be opened or closed according to the target preparation state; The PDU is used to detect the open and closed states of the first relay, the second relay and the third relay; The BMS is used to enter the target state when the open and closed states of all relays correspond to the target ready state and the high-voltage insulation detection is fault-free.

[0007] In conjunction with the first aspect, in one embodiment, the VCU is further configured to: Performing a self-test upon receiving a key signal, and waking up the BMS and the PDU after no fault is detected in the self-test, so that the BMS and the PDU perform a self-test; After determining that the BMS and the PDU are in a fault-free state, if a vehicle operation signal is received, then after determining that the vehicle operation signal is in a correct state, synchronizing the state of the vehicle operation signal to the BMS and the PDU, so that the BMS and the PDU enter a driving ready state, and controlling the first relay, the second relay, and the third relay to be disconnected; The vehicle operation signal includes a gear signal, a ready signal, a driving signal and a charging connection confirmation signal.

[0008] In one embodiment, the VCU is further configured to: Determining whether the gear position signal is valid and whether it is N gear; If yes, determine whether the ready signal is valid, otherwise report a fault and request power on in N gear; If the ready signal is valid, then determine whether the driving signal is valid; if the ready signal is invalid, report a fault and enter the power-off process; If the driving signal is valid, then determine whether the charging connection confirmation signal is valid; if the driving signal is invalid, report a fault and enter the power-off process; If the charging connection confirmation signal is valid, the fault is reported and the power-off process is entered; if the charging connection confirmation signal is invalid, the signal status of the gear signal, the ready signal, the driving signal and the charging connection confirmation signal are synchronized to the BMS and the PDU.

[0009] In one embodiment, the PDU is further configured to, after entering the driving preparation state, detect whether the first relay is in the disconnected state, and if so, feed back the first relay state to the BMS; otherwise, report a fault; The BMS is further configured to perform high-voltage insulation testing when determining that the first relay is in the disconnected state; The PDU is further configured to detect whether the second relay and the third relay are in a disconnected state after the high-voltage insulation test shows no fault, and if so, to feed back the states of the second relay and the third relay to the BMS; otherwise, to report a fault; The BMS is further configured to perform a high-voltage insulation test when it is determined that the second relay and the third relay are in the disconnected state, and enter a driving process after the high-voltage insulation test is fault-free.

[0010] In one embodiment, the VCU is further configured to: Performing a self-test upon receiving a key signal, and waking up the BMS and the PDU after no fault is detected in the self-test, so that the BMS and the PDU perform a self-test; After determining that the BMS and the PDU are in a fault-free state, if a charging connection confirmation signal is received, the charging preparation state is entered into ON gear, and the charging connection confirmation signal is synchronized to the BMS and the PDU, so that the BMS and the PDU enter the charging preparation state into ON gear, and the first relay, the second relay, and the third relay are controlled to be closed.

[0011] In one embodiment, the PDU is further configured to, after entering the ON gear charging ready state, detect whether the first relay is in a closed state, and if so, feed back the first relay state to the BMS; otherwise, report a fault; The BMS is further configured to perform high-voltage insulation testing when determining that the first relay is in a closed state; The PDU is further configured to detect whether the second relay and the third relay are in a closed state after the high-voltage insulation test shows no fault, and if so, to feed back the states of the second relay and the third relay to the BMS; otherwise, to report a fault; The BMS is further configured to perform a high-voltage insulation test when determining that the second relay and the third relay are in a closed state, and enter an ON gear charging process after the high-voltage insulation test is fault-free.

[0012] In one embodiment, the VCU is further configured to: Performing a self-test upon receiving a charging connection confirmation signal, and waking up the BMS and the PDU after no faults are detected in the self-test, so that the BMS and the PDU perform a self-test; After determining that the BMS and the PDU are in a fault-free state, the charging preparation state is entered into the ON gear, the charging connection confirmation signal is synchronized to the BMS and the PDU, so that the BMS and the PDU enter the OFF gear charging preparation state, and the first relay, the second relay, and the third relay are controlled to be closed.

[0013] In one embodiment, the PDU is further configured to, after entering the OFF gear charging preparation state, detect whether the first relay is in a closed state, and if so, feed back the first relay state to the BMS; otherwise, report a fault; The BMS is further configured to perform high-voltage insulation testing when determining that the first relay is in a closed state; The PDU is further configured to detect whether the second relay and the third relay are in a closed state after the high-voltage insulation test shows no fault, and if so, to feed back the states of the second relay and the third relay to the BMS; otherwise, to report a fault; The BMS is further configured to perform a high-voltage insulation test when determining that the second relay and the third relay are in a closed state, and enter an OFF-speed charging process after the high-voltage insulation test is fault-free.

[0014] In one embodiment, the positive electrode of the power battery pack is connected to the positive electrode of the PDU; The VCU is connected to the BMS and the PDU in sequence via a CAN bus; The BMS is connected to the negative electrode of the DC charging interface via a CAN bus; The PDU is connected to the first relay, the second relay, and the third relay respectively through hard lines.

[0015] In a second aspect, an embodiment of the present application provides a vehicle high-voltage insulation control method, which is applied to the fault control system as described in any one of the above, and the method includes: The VCU controls the VCU itself, the PDU, and the battery management system BMS of the power battery pack to enter a target ready state according to the received vehicle status signal, and controls the first relay, the second relay, and the third relay to be opened or closed according to the target ready state; Detect the open and closed status of the first relay, the second relay, and the third relay through the PDU; When the open and closed states of all relays correspond to the target ready state through the BMS and the high-voltage insulation detection is fault-free, the target state is entered.

[0016] The embodiment of the present application provides a vehicle high-voltage insulation control system and control method, which includes: a vehicle controller VCU, a power battery pack, a high-voltage power distribution control system PDU, a first relay arranged between the negative pole of the power battery pack and the negative pole of the PDU, a second relay arranged between the negative pole of the PDU and the negative pole of the DC charging interface, and a third relay arranged between the positive pole of the PDU and the positive pole of the DC charging interface; the VCU is used to control the VCU itself, the PDU, and the battery management system BMS of the power battery pack to enter a target ready state according to the received vehicle status signal, and control the first relay, the second relay, and the third relay to open or close according to the target ready state; the PDU is used to detect the open and closed states of the first relay, the second relay, and the third relay; the BMS is used to enter the target state when the open and closed states of all relays correspond to the target ready state and the high-voltage insulation detection is fault-free. This achieves the purpose of cutting off the high-voltage circuit of the fast charging seat during driving, effectively preventing the vehicle from being short-circuited due to water ingress into the fast charging seat, avoiding vehicle power loss due to insulation failure, and ensuring the safety of the vehicle during driving. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] Figure 1 This is a schematic diagram of the architecture of an embodiment of a vehicle high-voltage insulation control system of the present application; Figure 2 This is a flow chart of an embodiment of a vehicle high-voltage insulation control method of the present application. DETAILED DESCRIPTION In order to enable those skilled in the art to better understand the present invention, the following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this application.

[0018] In order to make the objectives, technical solutions and advantages of this application clearer, the implementation methods of this application will be further described in detail below with reference to the accompanying drawings.

[0019] In a first aspect, an embodiment of the present application provides a vehicle high-voltage insulation control system.

[0020] In one embodiment, referring to Figure 1 , Figure 1 This is a schematic diagram of the architecture of an embodiment of the vehicle high voltage insulation control system of the present application. Figure 1 As shown, the vehicle high-voltage insulation control system includes: Power battery pack 1, high-voltage power distribution control system PDU2, first relay 3, second relay 4, third relay 5, vehicle controller VCU 6 and DC charging interface 7. The power battery pack includes a battery management system BMS.

[0021] The positive pole of the power battery pack 1 is connected to the positive pole of the high-voltage power distribution control system PDU2, the negative pole of the power battery pack 1 is connected to one end of the first relay 3, and the other end of the first relay 3 is connected to the negative end of the high-voltage power distribution control system PDU2.

[0022] The negative terminal of the high-voltage power distribution control system PDU2 is connected to one end of the second relay 4, and the other end of the second relay 4 is connected to the negative pole of the DC charging interface 7. The positive terminal of the high-voltage power distribution control system PDU2 is also connected to one end of the third relay 5, and the other end of the third relay 5 is connected to the positive pole of the DC charging interface 7.

[0023] The vehicle controller VCU6 is connected to the BMS inside the power battery pack 1 and the high-voltage power distribution control system PDU2 in sequence through the CAN line. The BMS inside the power battery pack 1 is connected to the negative pole of the DC charging interface 7 through the CAN line. The high-voltage power distribution control system PDU2 is connected to the first relay 3, the second relay 4, and the third relay 5 through hard wires.

[0024] In one embodiment, when the vehicle is in driving state, the vehicle high-voltage insulation control logic includes: The user uses a key signal to wake up the vehicle control unit (VCU6). Upon receiving the key signal, the VCU6 performs a self-test. If the VCU6 self-tests normally, it sends a wake-up signal via the CAN line or hardwire to wake up the BMS in the power battery pack 1 and the high-voltage power distribution control system (PDU2). If the VCU6 self-tests and detects a fault, it reports the fault and stops the power-on process.

[0025] The BMS and the high-voltage power distribution control system PDU2 wake up when they receive the wake-up signal. After waking up, the BMS and the high-voltage power distribution control system PDU2 perform a self-test. If the self-test is fault-free, the status of the BMS and the high-voltage power distribution control system PDU2 is fed back to the vehicle controller VCU6. If the self-test finds a fault, the corresponding fault is reported and the power-on process is stopped.

[0026] After receiving the status of the BMS and the high-voltage power distribution control system PDU2, the vehicle controller VCU6 determines that the BMS and the high-voltage power distribution control system PDU2 are powered on and waits for further signals.

[0027] After receiving the vehicle operation signals, the vehicle controller VCU6 determines whether each signal is in a correct state according to the priority of each vehicle operation signal.

[0028] Specifically, vehicle operation signals include the gear position signal, ready signal (ready signal), driving signal, charging connection confirmation signal (CC2 signal), and brake signal. The vehicle controller VCU6 first determines whether the gear position signal is valid and whether it is in N gear. If so, it further determines whether the ready signal is valid. Otherwise, it reports a fault and requests power-on in N gear. If the ready signal is valid, it further determines whether the driving signal is valid. If the ready signal is invalid, it reports a fault and enters the power-off process. If the driving signal is valid, it further determines whether the charging connection confirmation signal is valid. If the driving signal is invalid, it reports a fault and enters the power-off process. If the charging connection confirmation signal is valid, it indicates that the vehicle may be connected to the charging gun and charging, and cannot be driven. In this case, it reports a fault and enters the power-off process. If the charging connection confirmation signal is invalid, it determines that all vehicle operation signals are in the correct state and synchronizes the signal states of the gear position signal, ready signal, driving signal, and charging connection confirmation signal to the BMS and the high-voltage power distribution control system PDU2.

[0029] In this embodiment, the VCU makes judgments based on the priority of vehicle operation signals to ensure that all signals are in the correct state, thereby improving the reliability and safety of the system.

[0030] After receiving the vehicle operation signal, the high-voltage power distribution control system PDU2 and BMS enter the driving preparation state. At the same time, the BMS requests the vehicle controller VCU6 to control the first relay 3 to be disconnected, and the BMS controls the second relay 4 and the third relay 5 to be disconnected.

[0031] Furthermore, after the BMS enters the driving preparation state, it requests the vehicle controller VCU6 to detect the state of the first relay 3 in the high-voltage power distribution control system PDU2. The vehicle controller VCU6 requests the high-voltage power distribution control system PDU2 to feedback the state of the first relay 3. The high-voltage power distribution control system PDU2 determines whether the first relay 3 is in the disconnected state in the driving preparation state; if the first relay 3 is in the disconnected state, the first relay 3 is fed back to the vehicle controller VCU6, and the VCU6 feeds back the state of the first relay 3 to the BMS; if the first relay 3 is in the closed state, the fault is reported.

[0032] When the BMS receives the signal that the first relay 3 is in the disconnected state, it performs a high-voltage insulation test; if there is a high-voltage insulation fault, it reports the fault; if there is no high-voltage insulation fault, it proceeds to the next step.

[0033] Furthermore, the BMS requests the high-voltage power distribution control system PDU2 to feedback the status of the second relay 4 and the third relay 5 in the driving preparation state. The high-voltage power distribution control system PDU2 determines whether the second relay 4 and the third relay 5 in the driving preparation state are in the disconnected state; if the second relay 4 or the third relay 5 is in the closed state, the fault is reported; if the second relay 4 and the third relay 5 are both in the disconnected state, the state is fed back to the BMS.

[0034] When the BMS receives the signal that the second relay 4 and the third relay 5 are both in the disconnected state, it performs a high-voltage insulation test; if there is a high-voltage insulation fault, it reports the fault; if there is no high-voltage insulation fault, the BMS enters the driving process.

[0035] It is worth noting that by setting a second relay between the negative pole of the high-voltage power distribution control system PDU2 and the negative pole of the DC charging interface 7, and setting a third relay between the heating positive pole of the high-voltage power distribution control system PDU2 and the positive pole of the DC charging interface 7, the second relay and the third relay are controlled to be disconnected during driving, thereby cutting off the high-voltage circuit of the fast charging seat during driving, effectively preventing the vehicle from being short-circuited due to water entering the fast charging seat, avoiding the vehicle from losing power due to insulation failure, and ensuring the safety of the vehicle during driving. When the driver arrives at the parking point, re-powering on and then displaying the fault can reduce the probability of traffic accidents on the road, while facilitating the judgment of insulation faults of the entire vehicle and improving the efficiency of after-sales service.

[0036] Furthermore, the system first checks the status of the first relay, then performs a high-voltage insulation test, then checks the status of the second and third relays, and finally performs a high-voltage insulation test. This clearly identifies which relay has a problem, thus avoiding misdiagnosis caused by unclear status of multiple relays. This precise fault location facilitates rapid diagnosis and resolution, reducing troubleshooting time.

[0037] In one embodiment, when the vehicle is in the ON gear charging state, the vehicle high-voltage insulation control logic includes: The user uses a key signal to wake up the vehicle control unit (VCU6). Upon receiving the key signal, the VCU6 performs a self-test. If the VCU6 self-tests normally, it sends a wake-up signal via the CAN line or hardwire to wake up the BMS in the power battery pack 1 and the high-voltage power distribution control system (PDU2). If the VCU6 self-tests and detects a fault, it reports the fault and stops the power-on process.

[0038] The BMS and the high-voltage power distribution control system PDU2 wake up when they receive the wake-up signal. After waking up, the BMS and the high-voltage power distribution control system PDU2 perform a self-test. If the self-test is fault-free, the status of the BMS and the high-voltage power distribution control system PDU2 is fed back to the vehicle controller VCU6. If the self-test finds a fault, the corresponding fault is reported and the power-on process is stopped.

[0039] After receiving the status of the BMS and the high-voltage power distribution control system PDU2, the vehicle controller VCU6 determines that the BMS and the high-voltage power distribution control system PDU2 are powered on and waits for further signals.

[0040] After receiving the CC2 signal, the VCU6 enters the ON charging ready state and synchronizes the CC2 signal to the BMS and the high-voltage power distribution control system PDU2. This causes the PDU2 and BMS to enter the ON charging ready state after receiving the CC2 signal. Simultaneously, the BMS requests the VCU6 to close the first relay 3, and the second and third relays 4 and 5.

[0041] Furthermore, after the BMS enters the ON gear charging preparation state, it requests the vehicle controller VCU6 to detect the state of the first relay 3 in the high-voltage power distribution control system PDU2. The vehicle controller VCU6 requests the high-voltage power distribution control system PDU2 to feedback the state of the first relay 3. The high-voltage power distribution control system PDU2 determines whether the first relay 3 is in a closed state in the ON gear charging preparation state; if the first relay 3 is in a closed state, the first relay 3 is fed back to the vehicle controller VCU6, and the VCU6 feeds back the state of the first relay 3 to the BMS; if the first relay 3 is in a disconnected state, the fault is reported.

[0042] After receiving the signal that the first relay 3 is in the closed state, the BMS performs a high-voltage insulation test; if there is a high-voltage insulation fault, the fault is reported; if there is no high-voltage insulation fault, the process proceeds to the next step.

[0043] Furthermore, the BMS requests the high-voltage power distribution control system PDU2 to feedback the status of the second relay 4 and the third relay 5 in the ON gear charging preparation state. The high-voltage power distribution control system PDU2 determines whether the second relay 4 and the third relay 5 in the ON gear charging preparation state are in a closed state; if the second relay 4 or the third relay 5 is in an open state, the fault is reported; if the second relay 4 and the third relay 5 are both in a closed state, the status is fed back to the BMS.

[0044] When the BMS receives that the second relay 4 and the third relay 5 are both in the closed state, it performs a high-voltage insulation test; if there is a fault in the high-voltage insulation, the fault is reported; if there is no fault in the high-voltage insulation, the BMS enters the ON gear charging process.

[0045] In one embodiment, when the vehicle is in the OFF charging state, the vehicle high-voltage insulation control logic includes: The user wakes up the vehicle control unit (VCU6) via the CC2 signal. Upon receiving the CC2 signal, the VCU6 performs a self-test. If the VCU6 self-tests normally, it sends a wake-up signal via the CAN line or hardwire to wake up the BMS in the power battery pack 1 and the high-voltage power distribution control system (PDU2). If the VCU6 self-tests and detects a fault, it reports the fault and stops the power-on process.

[0046] The BMS and the high-voltage power distribution control system PDU2 wake up when they receive the wake-up signal. After waking up, the BMS and the high-voltage power distribution control system PDU2 perform a self-test. If the self-test is fault-free, the status of the BMS and the high-voltage power distribution control system PDU2 is fed back to the vehicle controller VCU6. If the self-test finds a fault, the corresponding fault is reported and the power-on process is stopped.

[0047] After receiving the status information from the BMS and the high-voltage power distribution control system PDU2, the VCU6 determines that the BMS and the high-voltage power distribution control system PDU2 are powered on. The VCU6 then enters the OFF charging ready state and synchronizes the CC2 signal to the BMS and the high-voltage power distribution control system PDU2. Upon receiving the CC2 signal, the PDU2 and the BMS enter the OFF charging ready state. Simultaneously, the BMS requests the VCU6 to close the first relay 3, and the BMS also requests the second and third relays 4 and 5 to close.

[0048] Furthermore, after the BMS enters the OFF gear charging preparation state, it requests the vehicle controller VCU6 to detect the state of the first relay 3 in the high-voltage power distribution control system PDU2. The vehicle controller VCU6 requests the high-voltage power distribution control system PDU2 to feedback the state of the first relay 3. The high-voltage power distribution control system PDU2 determines whether the first relay 3 is in a closed state in the OFF gear charging preparation state; if the first relay 3 is in a closed state, the first relay 3 is fed back to the vehicle controller VCU6, and the VCU6 feeds back the state of the first relay 3 to the BMS; if the first relay 3 is in a disconnected state, the fault is reported.

[0049] After receiving the signal that the first relay 3 is in the closed state, the BMS performs a high-voltage insulation test; if there is a high-voltage insulation fault, the fault is reported; if there is no high-voltage insulation fault, the process proceeds to the next step.

[0050] Furthermore, the BMS requests the high-voltage power distribution control system PDU2 to feedback the status of the second relay 4 and the third relay 5 in the OFF gear charging preparation state. The high-voltage power distribution control system PDU2 determines whether the second relay 4 and the third relay 5 in the OFF gear charging preparation state are in a closed state; if the second relay 4 or the third relay 5 is in an open state, the fault is reported; if the second relay 4 and the third relay 5 are both in a closed state, the state is fed back to the BMS.

[0051] When the BMS receives that the second relay 4 and the third relay 5 are both in the closed state, it performs a high-voltage insulation test; if there is a fault in the high-voltage insulation, the fault is reported; if there is no fault in the high-voltage insulation, the BMS enters the OFF gear charging process.

[0052] It is worth noting that in this embodiment, a second relay is provided between the negative pole of the high-voltage power distribution control system PDU2 and the negative pole of the DC charging interface 7, and a third relay is provided between the heating positive pole of the high-voltage power distribution control system PDU2 and the positive pole of the DC charging interface 7. The second and third relays are controlled to be closed during driving, thereby ensuring that the vehicle can be charged normally in both the ON and OFF gears. During the charging preparation stage in the ON and OFF gears, the system first detects the status of the first relay and performs a high-voltage insulation test, then detects the status of the second and third relays and performs a high-voltage insulation test again. This step-by-step detection mechanism can accurately locate the specific relay that causes the insulation problem, thereby effectively preventing high-voltage short circuits and insulation failures caused by relay failures, and ensuring the safety of the charging process.

[0053] The vehicle high-voltage insulation control system provided in the embodiment of the present application is realized by setting a second relay between the negative pole of the high-voltage power distribution control system PDU2 and the negative pole of the DC charging interface 7, and setting a third relay between the heating positive pole of the high-voltage power distribution control system PDU2 and the positive pole of the DC charging interface 7, and controlling it to be disconnected when the vehicle is running, and controlling it to be closed when the vehicle is charging, thereby realizing physical isolation from the auxiliary drive end, cutting off the high-voltage circuit of the fast charging seat during driving, and water entering the fast charging seat will not cause insulation failure during driving, avoiding sudden power loss due to insulation failure, thereby significantly reducing the risk of traffic accidents on the road. In addition, the system design makes fault detection and diagnosis more convenient. When the vehicle reaches the parking point and is powered on again, the system will display the fault, which not only facilitates the judgment of the insulation fault of the entire vehicle, but also improves the efficiency of after-sales service and reduces maintenance time and cost. This solution significantly improves the safety and reliability of the vehicle's high-voltage system, optimizes the user experience, and enhances the maintenance and management efficiency of the system.

[0054] In a second aspect, an embodiment of the present application also provides a vehicle high-voltage insulation control method.

[0055] In one embodiment, referring to Figure 2 , Figure 2 This is a functional module diagram of an embodiment of the vehicle high voltage insulation control method of the present application. Figure 2 As shown, the vehicle high-voltage insulation control method includes: The VCU controls the VCU itself, the PDU, and the battery management system BMS of the power battery pack to enter a target ready state according to the received vehicle status signal, and controls the first relay, the second relay, and the third relay to be opened or closed according to the target ready state; Detect the open and closed status of the first relay, the second relay, and the third relay through the PDU; When the open and closed states of all relays correspond to the target ready state through the BMS and the high-voltage insulation detection is fault-free, the target state is entered.

[0056] Furthermore, in one embodiment, the VCU, the PDU, and the battery management system BMS of the power battery pack are controlled to enter a target ready state according to the received vehicle status signal, and the first relay, the second relay, and the third relay are controlled to be opened or closed according to the target ready state, including: The VCU performs a self-test upon receiving a key signal, and wakes up the BMS and the PDU after no fault is detected in the self-test, so that the BMS and the PDU perform a self-test; After determining that the BMS and the PDU are in a fault-free state, if a vehicle operation signal is received, then after determining that the vehicle operation signal is in a correct state, synchronizing the state of the vehicle operation signal to the BMS and the PDU, so that the BMS and the PDU enter a driving ready state, and controlling the first relay, the second relay, and the third relay to be disconnected; The vehicle operation signal includes a gear signal, a ready signal, a driving signal and a charging connection confirmation signal.

[0057] Furthermore, in one embodiment, after determining that the vehicle operation signal is in a correct state, synchronizing the state of the vehicle operation signal to the BMS and the PDU includes: Determining, by the VCU, whether the gear position signal is valid and whether it is N gear; If yes, determine whether the ready signal is valid, otherwise report a fault and request power on in N gear; If the ready signal is valid, then determine whether the driving signal is valid; if the ready signal is invalid, report a fault and enter the power-off process; If the driving signal is valid, then determine whether the charging connection confirmation signal is valid; if the driving signal is invalid, report a fault and enter the power-off process; If the charging connection confirmation signal is valid, the fault is reported and the power-off process is entered; if the charging connection confirmation signal is invalid, the signal status of the gear signal, the ready signal, the driving signal and the charging connection confirmation signal are synchronized to the BMS and the PDU.

[0058] Furthermore, in one embodiment, the PDU detects the open / closed states of the first relay, the second relay, and the third relay, and the BMS detects that the open / closed states of all relays correspond to the target ready state and that the high-voltage insulation is fault-free, and enters the target state, including: After entering the driving preparation state, the PDU detects whether the first relay is in the disconnected state, and if so, feeds back the first relay state to the BMS; otherwise, reports a fault; When the BMS determines that the first relay is in the disconnected state, performing a high-voltage insulation test; After the high-voltage insulation test is fault-free, the PDU detects whether the second relay and the third relay are in a disconnected state. If they are in a disconnected state, the states of the second relay and the third relay are fed back to the BMS; otherwise, a fault is reported; When the BMS determines that the second relay and the third relay are in the disconnected state, a high-voltage insulation test is performed, and the driving process is entered after the high-voltage insulation test is fault-free.

[0059] Furthermore, in one embodiment, the VCU controls the VCU itself, the PDU, and the battery management system BMS of the power battery pack to enter a target ready state according to the received vehicle status signal, and controls the first relay, the second relay, and the third relay to be opened or closed according to the target ready state, further comprising: The VCU performs a self-test upon receiving a key signal, and wakes up the BMS and the PDU after no fault is detected in the self-test, so that the BMS and the PDU perform a self-test; After determining that the BMS and the PDU are in a fault-free state, if a charging connection confirmation signal is received, the charging preparation state is entered into ON gear, and the charging connection confirmation signal is synchronized to the BMS and the PDU, so that the BMS and the PDU enter the charging preparation state into ON gear, and the first relay, the second relay, and the third relay are controlled to be closed.

[0060] Furthermore, in one embodiment, the PDU detects the open / closed states of the first relay, the second relay, and the third relay, and the BMS detects that the open / closed states of all relays correspond to the target ready state and that the high-voltage insulation is fault-free, and enters the target state, including: After the PDU enters the ON charging ready state, detecting whether the first relay is in a closed state, and if so, feeding back the first relay state to the BMS, otherwise reporting a fault; When the BMS determines that the first relay is in a closed state, performing a high-voltage insulation test; After the high-voltage insulation test is fault-free, the PDU detects whether the second relay and the third relay are in a closed state. If they are in a closed state, the states of the second relay and the third relay are fed back to the BMS; otherwise, a fault is reported; When the BMS determines that the second relay and the third relay are in the closed state, a high-voltage insulation test is performed, and the ON gear charging process is entered after the high-voltage insulation test is fault-free.

[0061] Furthermore, in one embodiment, the VCU controls the VCU itself, the PDU, and the battery management system BMS of the power battery pack to enter a target ready state according to the received vehicle status signal, and controls the first relay, the second relay, and the third relay to be opened or closed according to the target ready state, further comprising: The VCU performs a self-test upon receiving a charging connection confirmation signal, and wakes up the BMS and the PDU after no fault is detected in the self-test, so that the BMS and the PDU perform a self-test; After determining that the BMS and the PDU are in a fault-free state, the charging preparation state is entered into the ON gear, the charging connection confirmation signal is synchronized to the BMS and the PDU, so that the BMS and the PDU enter the OFF gear charging preparation state, and the first relay, the second relay, and the third relay are controlled to be closed.

[0062] Furthermore, in one embodiment, the PDU detects the open / closed states of the first relay, the second relay, and the third relay, and the BMS detects that the open / closed states of all relays correspond to the target ready state and that the high-voltage insulation is fault-free, and enters the target state, including: After the PDU enters the OFF gear charging preparation state, detecting whether the first relay is in a closed state, if it is in a closed state, feeding back the first relay state to the BMS, otherwise reporting a fault; When the BMS determines that the first relay is in a closed state, performing a high-voltage insulation test; After the high-voltage insulation test is fault-free, the PDU detects whether the second relay and the third relay are in a closed state. If they are in a closed state, the states of the second relay and the third relay are fed back to the BMS; otherwise, a fault is reported; When the BMS determines that the second relay and the third relay are in the closed state, a high-voltage insulation test is performed, and the OFF gear charging process is entered after the high-voltage insulation test is fault-free.

[0063] Among them, the functional implementation of each module in the above-mentioned vehicle high-voltage insulation control method corresponds to the various steps in the above-mentioned vehicle high-voltage insulation control system embodiment, and its functions and implementation processes will not be repeated here one by one.

[0064] It should be noted that the serial numbers of the above-mentioned embodiments of the present application are for description only and do not represent the advantages or disadvantages of the embodiments.

[0065] The terms "including" and "having" and any variations thereof in the specification and claims of this application and the above-mentioned drawings are intended to cover non-exclusive inclusions. For example, a process, method, system, product or device that includes a series of steps or units is not limited to the listed steps or units, but optionally includes steps or units that are not listed, or optionally includes other steps or units inherent to these processes, methods, products or devices. The terms "first", "second" and "third" are used to distinguish different objects, etc., and do not represent a sequence, nor do they limit the "first", "second" and "third" to different types.

[0066] In the description of the embodiments of this application, the words "exemplary," "for example," or "for example" are used to indicate examples, illustrations, or descriptions. Any embodiment or design described as "exemplary," "for example," or "for example" in the embodiments of this application should not be construed as being preferred or advantageous over other embodiments or designs. Rather, the use of words such as "exemplary," "for example," or "for example" is intended to present the relevant concepts in a concrete manner.

[0067] In the description of the embodiments of the present application, unless otherwise specified, “ / ” means or, for example, A / B can mean A or B; “and / or” in the text is merely a description of the association relationship of associated objects, indicating that three relationships may exist, for example, A and / or B can mean: A exists alone, A and B exist at the same time, and B exists alone. In addition, in the description of the embodiments of the present application, “multiple” refers to two or more than two.

[0068] In some processes described in the embodiments of the present application, multiple operations or steps are included that appear in a specific order. However, it should be understood that these operations or steps may not be performed in the order in which they appear in the embodiments of the present application or may be performed in parallel. The sequence numbers of the operations are only used to distinguish between different operations, and the sequence numbers themselves do not represent any order of execution. In addition, these processes may include more or fewer operations, and these operations or steps may be performed in sequence or in parallel, and these operations or steps may be combined.

[0069] Through the description of the above embodiments, those skilled in the art can clearly understand that the above-mentioned embodiment methods can be implemented by means of software plus the necessary general hardware platform. Of course, they can also be implemented by hardware, but in many cases the former is a better implementation method. Based on this understanding, the technical solution of this application, or the part that contributes to the existing technology, can be embodied in the form of a software product. This computer software product is stored in a storage medium (such as ROM / RAM, magnetic disk, optical disk) as described above and includes a number of instructions for enabling a terminal device to execute the methods described in each embodiment of this application.

[0070] The above are only preferred embodiments of the present application and do not limit the patent scope of the present application. Any equivalent structure or equivalent process transformation made using the contents of the present application specification and drawings, or directly or indirectly applied in other related technical fields, are also included in the patent protection scope of the present application.

Claims

1. A vehicle high-voltage insulation control system, characterized in that: The vehicle high-voltage insulation control system includes: a vehicle controller VCU, a high-voltage power distribution control system PDU, a power battery pack, a first relay arranged between the negative electrode of the power battery pack and the negative electrode of the PDU, a second relay arranged between the negative electrode of the PDU and the negative electrode of the DC charging interface, and a third relay arranged between the positive electrode of the PDU and the positive electrode of the DC charging interface; The VCU is used to control the VCU itself, the PDU and the battery management system BMS of the power battery pack to enter a target preparation state according to the received vehicle status signal, and control the first relay, the second relay and the third relay to be opened or closed according to the target preparation state; The PDU is used to detect the open and closed states of the first relay, the second relay and the third relay; The BMS is used to enter the target state when the open and closed states of all relays correspond to the target ready state and the high-voltage insulation detection is fault-free.

2. The vehicle high-voltage insulation control system according to claim 1, characterized in that: The VCU is also used to: Performing a self-test upon receiving a key signal, and waking up the BMS and the PDU after no fault is detected in the self-test, so that the BMS and the PDU perform a self-test; After determining that the BMS and the PDU are in a fault-free state, if a vehicle operation signal is received, then after determining that the vehicle operation signal is in a correct state, synchronizing the state of the vehicle operation signal to the BMS and the PDU, so that the BMS and the PDU enter a driving ready state, and controlling the first relay, the second relay, and the third relay to be disconnected; The vehicle operation signal includes a gear signal, a ready signal, a driving signal and a charging connection confirmation signal.

3. The vehicle high-voltage insulation control system according to claim 2, characterized in that: The VCU is also used to: Determining whether the gear position signal is valid and whether it is N gear; If yes, determine whether the ready signal is valid, otherwise report a fault and request power on in N gear; If the ready signal is valid, then determine whether the driving signal is valid; if the ready signal is invalid, report a fault and enter the power-off process; If the driving signal is valid, then determine whether the charging connection confirmation signal is valid; if the driving signal is invalid, report a fault and enter the power-off process; If the charging connection confirmation signal is valid, the fault is reported and the power-off process is entered; if the charging connection confirmation signal is invalid, the signal status of the gear signal, the ready signal, the driving signal and the charging connection confirmation signal are synchronized to the BMS and the PDU.

4. The vehicle high-voltage insulation control system according to claim 2, wherein: The PDU is further configured to, after entering the driving preparation state, detect whether the first relay is in the disconnected state, and if so, feed back the first relay state to the BMS; otherwise, report a fault; The BMS is further configured to perform high-voltage insulation testing when determining that the first relay is in the disconnected state; The PDU is further configured to detect whether the second relay and the third relay are in a disconnected state after the high-voltage insulation test shows no fault, and if so, to feed back the states of the second relay and the third relay to the BMS; otherwise, to report a fault; The BMS is further configured to perform a high-voltage insulation test when determining that the second relay and the third relay are in the disconnected state, and enter a driving process after the high-voltage insulation test is fault-free.

5. The vehicle high-voltage insulation control system according to claim 1, characterized in that: The VCU is also used to: Performing a self-test upon receiving a key signal, and waking up the BMS and the PDU after no fault is detected in the self-test, so that the BMS and the PDU perform a self-test; After determining that the BMS and the PDU are in a fault-free state, if a charging connection confirmation signal is received, the charging preparation state is entered into ON gear, and the charging connection confirmation signal is synchronized to the BMS and the PDU, so that the BMS and the PDU enter the charging preparation state into ON gear, and the first relay, the second relay, and the third relay are controlled to be closed.

6. The vehicle high-voltage insulation control system according to claim 5, characterized in that: The PDU is further configured to, after entering the ON gear charging preparation state, detect whether the first relay is in a closed state, and if so, feed back the first relay state to the BMS; otherwise, report a fault; The BMS is further configured to perform high-voltage insulation testing when determining that the first relay is in a closed state; The PDU is further configured to detect whether the second relay and the third relay are in a closed state after the high-voltage insulation test shows no fault, and if so, to feed back the states of the second relay and the third relay to the BMS; otherwise, to report a fault; The BMS is further configured to perform a high-voltage insulation test when determining that the second relay and the third relay are in a closed state, and enter an ON gear charging process after the high-voltage insulation test is fault-free.

7. The vehicle high-voltage insulation control system according to claim 1, characterized in that: The VCU is also used to: Performing a self-test upon receiving a charging connection confirmation signal, and waking up the BMS and the PDU after no faults are detected in the self-test, so that the BMS and the PDU can perform a self-test; After determining that the BMS and the PDU are in a fault-free state, the charging preparation state is entered into the ON gear, the charging connection confirmation signal is synchronized to the BMS and the PDU, so that the BMS and the PDU enter the OFF gear charging preparation state, and the first relay, the second relay, and the third relay are controlled to be closed.

8. The vehicle high-voltage insulation control system according to claim 7, characterized in that: The PDU is further configured to, after entering the OFF gear charging preparation state, detect whether the first relay is in a closed state, and if so, feed back the first relay state to the BMS; otherwise, report a fault; The BMS is further configured to perform high-voltage insulation testing when determining that the first relay is in a closed state; The PDU is further configured to detect whether the second relay and the third relay are in a closed state after the high-voltage insulation test shows no fault, and if so, to feed back the states of the second relay and the third relay to the BMS; otherwise, to report a fault; The BMS is further configured to perform a high-voltage insulation test when determining that the second relay and the third relay are in a closed state, and enter an OFF-speed charging process after the high-voltage insulation test is fault-free.

9. The vehicle high-voltage insulation control system according to claim 1, characterized in that: The positive electrode of the power battery pack is connected to the positive electrode of the PDU; The VCU is connected to the BMS and the PDU in sequence via a CAN bus; The BMS is connected to the negative electrode of the DC charging interface via a CAN bus; The PDU is connected to the first relay, the second relay, and the third relay respectively through hard lines.

10. A vehicle high-voltage insulation control method, characterized in that: Applicable to the fault control system according to any one of claims 1 to 8, the method comprises The VCU controls the VCU itself, the PDU, and the battery management system BMS of the power battery pack to enter a target ready state according to the received vehicle status signal, and controls the first relay, the second relay, and the third relay to be opened or closed according to the target ready state; Detect the open and closed status of the first relay, the second relay, and the third relay through the PDU; When the open and closed states of all relays correspond to the target ready state through the BMS and the high-voltage insulation detection is fault-free, the target state is entered.

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