Power battery power-off control method and device for coping with vehicle collision

Abstract

The invention provides a power battery power-off control method and device for coping with vehicle collision, and the method is applied to a battery management system, and comprises the steps: responding to a target vehicle to trigger a collision event, and judging whether the obtained collision state data of the target vehicle meets a fusing triggering condition or not; if yes, an active fuse of the power battery is controlled to be triggered, so that the power battery is powered off; if not, fault information of the power battery is detected; when the fault information indicates that the first-level fault exists, a main negative relay of the power battery is disconnected, so that the power battery is powered off; and when the fault information indicates that the second-level fault exists or does not exist, the battery management system is adjusted to support a vehicle voltage instruction issued by the driving controller, and the target vehicle is set to support driving. By means of the method, potential safety hazards of the power battery after collision are eliminated, and the safety of drivers and passengers after vehicle collision is improved.

Description

Technical Field

[0001] This application relates to the field of battery management system technology, and in particular to a method and device for controlling the power battery to shut down in response to a vehicle collision. Background Technology

[0002] After a collision involving a new energy vehicle, the high-voltage circuit of the entire vehicle should be immediately cut off to de-energize the power battery and ensure that the passenger compartment is in a state free from high-voltage safety risks. Currently, the power battery de-energization control method after a collision in new energy vehicles is based on the hardware signals of the vehicle's sensors and the signals of the airbag controller.

[0003] Because the angle and magnitude of the impact force of a vehicle collision are uncertain, the signals involved in the judgment in the above method may not reach the collision threshold or there may be a delay in judgment. If the vehicle does not undergo high-voltage treatment during the signal judgment period, it may cause faults such as short circuit or open circuit in the high-voltage circuit, which reduces the safety of the occupants after a vehicle collision. Summary of the Invention

[0004] In view of this, the purpose of this application is to provide a power battery power-off control method and device for responding to vehicle collisions. When a vehicle collision occurs, the battery management system autonomously performs fuse judgment, fault detection, and power-off control. First, it determines whether the vehicle's collision state data meets the fuse triggering conditions. If the fuse triggering conditions are met, the active fuse is triggered to power off the power battery. If the fuse triggering conditions are not met, fault information of the power battery is detected. When the fault information indicates that the power battery has a first-level fault, the main negative relay of the power battery is disconnected to power off the power battery. When the fault information indicates that the power battery has a second-level fault or no fault exists, the battery management system is adjusted to support the vehicle voltage command issued by the drive controller, and the target vehicle is set to support driving. This realizes a closed-loop link from the occurrence of a vehicle collision to the power battery high-voltage power-off self-test, eliminating potential safety hazards of the power battery after a collision and improving the safety of the occupants after a vehicle collision.

[0005] This application provides a method for controlling the power battery to shut down in response to a vehicle collision. The method is applied to a battery management system installed in a vehicle and includes: In response to a collision event triggered by a target vehicle, the system acquires the collision state data corresponding to the target vehicle and determines whether the collision state data meets the preset fuse triggering conditions. If the collision state data meets the fuse triggering condition, then the active fuse corresponding to the power battery of the target vehicle is triggered to de-energize the power battery. If the collision state data does not meet the fuse triggering condition, then the fault information corresponding to the power battery is detected; When the fault information indicates that the power battery has a first-level fault, disconnect the main negative relay corresponding to the power battery to power down the power battery; When the fault information indicates that the power battery has a second-level fault or no fault, the battery management system is adjusted to support the vehicle voltage command issued by the drive controller set by the target vehicle, and the target vehicle is set to support driving.

[0006] Furthermore, the collision state data includes a collision signal and the corresponding circuit current value, open circuit current value, and relay status information of the power battery; the step of acquiring the collision state data corresponding to the target vehicle in response to a collision event triggered by the target vehicle, and determining whether the collision state data meets the preset fuse triggering conditions, includes: In response to a collision event triggered by a target vehicle, the system acquires the collision signal and the circuit current value sent by the airbag controller set by the target vehicle, and determines whether the collision signal or the circuit current value meets a preset first fuse trigger condition. If the first fuse triggering condition is not met, the main positive relay corresponding to the power battery is disconnected, and the open circuit current value and the relay status information corresponding to the power battery are obtained. Determine whether the open-circuit current value or the relay status information meets the preset second fuse trigger condition; If the second fuse triggering condition is not met, then the collision state data is determined not to meet the fuse triggering condition. If the first fuse trigger condition or the second fuse trigger condition is met, then the collision state data is determined to meet the fuse trigger condition.

[0007] Furthermore, the step of acquiring the collision signal and the loop current value sent by the airbag controller set by the target vehicle in response to a collision event triggered by the target vehicle includes: In response to the collision sensor installed on the target vehicle detecting a collision event triggered by the target vehicle, the airbag controller installed on the target vehicle sends a collision signal corresponding to the trigger event to the battery management system; wherein, the collision signal includes a CAN communication signal and a pulse width modulation square wave duty cycle signal; The battery management system acquires the CAN communication signal and the pulse width modulation square wave duty cycle signal, and acquires the corresponding circuit current value of the power battery.

[0008] Furthermore, determining whether the collision signal or the circuit current value meets the preset first fuse triggering condition includes: Determine whether the CAN communication signal is greater than or equal to a preset first signal threshold, and determine whether the pulse width modulation square wave duty cycle signal is greater than or equal to a preset second signal threshold; If the CAN communication signal is greater than or equal to the first signal threshold, and / or the pulse width modulation square wave duty cycle signal is greater than or equal to the second signal threshold, then the collision signal is determined to meet the preset first fuse trigger condition. If the CAN communication signal is less than the first signal threshold and the pulse width modulation square wave duty cycle signal is less than the second signal threshold, then determine whether the loop current value is greater than or equal to the preset collision short-circuit current threshold. If the loop current value is greater than or equal to the collision short-circuit current threshold, then the loop current value is determined to meet the first fuse triggering condition. If the loop current value is less than the collision short-circuit current threshold, then it is determined that the collision signal and the loop current value do not meet the first fuse triggering condition.

[0009] Furthermore, determining whether the open-circuit current value or the relay status information meets the preset second fuse triggering condition includes: Determine whether the open-circuit current value is greater than or equal to a preset open-circuit current threshold; If the open circuit current value is less than the open circuit current threshold, then it is determined whether the relay status information indicates that the relay is faulty; If the relay status information indicates that the relay is not faulty, then it is determined that the open circuit current value or the relay status information does not meet the preset second fuse triggering condition. If the open-circuit current value is greater than or equal to the open-circuit current threshold, or if the relay status information indicates that the relay is faulty, then the open-circuit current value and the relay status information are determined to meet the second fuse triggering condition.

[0010] Furthermore, when the fault information indicates that the power battery has a second-level fault or no fault, adjusting the battery management system to support the vehicle voltage command issued by the drive controller set by the target vehicle, and setting the target vehicle to support driving, includes: When the fault information indicates that the power battery has a second-level fault, the battery management system is adjusted to support the vehicle voltage command issued by the drive controller set by the target vehicle, and the detected fault information is continuously monitored. In response to the fault information indicating that the power battery does not upgrade to the first level fault within a preset time period, the target vehicle is set to support moving the vehicle. Alternatively, when the fault information indicates that the power battery is not faulty, the battery management system is adjusted to support the vehicle voltage command, and the target vehicle is set to support normal driving.

[0011] This application embodiment also provides a power battery power-off control device for responding to vehicle collisions, the power battery power-off control device comprising: The condition judgment module is used to respond to a collision event triggered by a target vehicle, obtain the collision state data corresponding to the target vehicle, and determine whether the collision state data meets the preset fuse triggering conditions. A fuse triggering module is used to control the active fuse corresponding to the power battery of the target vehicle to trigger if the collision state data meets the fuse triggering condition, so as to de-energize the power battery; The fault self-check module is used to detect the fault information corresponding to the power battery if the collision state data does not meet the fuse triggering condition. The power-down control module is used to disconnect the main negative relay corresponding to the power battery when the fault information indicates that the power battery has a first-level fault, so as to power down the power battery. The vehicle adjustment module is used to adjust the battery management system to support the vehicle voltage command issued by the drive controller set by the target vehicle when the fault information indicates that the power battery has a second-level fault or no fault, and to set the target vehicle to support driving.

[0012] Furthermore, the collision state data includes a collision signal and the corresponding circuit current value, open circuit current value, and relay status information of the power battery; when the condition judgment module is used to respond to a collision event triggered by the target vehicle, acquire the collision state data corresponding to the target vehicle, and determine whether the collision state data meets the preset fuse triggering condition, the condition judgment module is used to: In response to a collision event triggered by a target vehicle, the system acquires the collision signal and the circuit current value sent by the airbag controller set by the target vehicle, and determines whether the collision signal or the circuit current value meets a preset first fuse trigger condition. If the first fuse triggering condition is not met, the main positive relay corresponding to the power battery is disconnected, and the open circuit current value and the relay status information corresponding to the power battery are obtained. Determine whether the open-circuit current value or the relay status information meets the preset second fuse trigger condition; If the second fuse triggering condition is not met, then the collision state data is determined not to meet the fuse triggering condition. If the first fuse trigger condition or the second fuse trigger condition is met, then the collision state data is determined to meet the fuse trigger condition.

[0013] Furthermore, when the condition judgment module is used to obtain the collision signal sent by the airbag controller set by the target vehicle and the circuit current value in response to a collision event triggered by the target vehicle, the condition judgment module is used to: In response to the collision sensor installed on the target vehicle detecting a collision event triggered by the target vehicle, the airbag controller installed on the target vehicle sends a collision signal corresponding to the trigger event to the battery management system; wherein, the collision signal includes a CAN communication signal and a pulse width modulation square wave duty cycle signal; The battery management system acquires the CAN communication signal and the pulse width modulation square wave duty cycle signal, and acquires the corresponding circuit current value of the power battery.

[0014] Furthermore, when the condition judgment module determines whether the collision signal or the loop current value meets the preset first fuse trigger condition, the condition judgment module is used to: Determine whether the CAN communication signal is greater than or equal to a preset first signal threshold, and determine whether the pulse width modulation square wave duty cycle signal is greater than or equal to a preset second signal threshold; If the CAN communication signal is greater than or equal to the first signal threshold, and / or the pulse width modulation square wave duty cycle signal is greater than or equal to the second signal threshold, then the collision signal is determined to meet the preset first fuse trigger condition. If the CAN communication signal is less than the first signal threshold and the pulse width modulation square wave duty cycle signal is less than the second signal threshold, then determine whether the loop current value is greater than or equal to the preset collision short-circuit current threshold. If the loop current value is greater than or equal to the collision short-circuit current threshold, then the loop current value is determined to meet the first fuse triggering condition. If the loop current value is less than the collision short-circuit current threshold, then it is determined that the collision signal and the loop current value do not meet the first fuse triggering condition.

[0015] Furthermore, when the condition judgment module is used to determine whether the open-circuit current value or the relay status information meets the preset second fuse triggering condition, the condition judgment module is used to: Determine whether the open-circuit current value is greater than or equal to a preset open-circuit current threshold; If the open circuit current value is less than the open circuit current threshold, then it is determined whether the relay status information indicates that the relay is faulty; If the relay status information indicates that the relay is not faulty, then it is determined that the open circuit current value or the relay status information does not meet the preset second fuse triggering condition. If the open-circuit current value is greater than or equal to the open-circuit current threshold, or if the relay status information indicates that the relay is faulty, then the open-circuit current value and the relay status information are determined to meet the second fuse triggering condition.

[0016] Furthermore, when the fault information indicates that the power battery has a second-level fault or no fault, the vehicle adjustment module adjusts the battery management system to support the vehicle voltage command issued by the drive controller set by the target vehicle, and sets the target vehicle to support driving, the vehicle adjustment module is used to: When the fault information indicates that the power battery has a second-level fault, the battery management system is adjusted to support the vehicle voltage command issued by the drive controller set by the target vehicle, and the detected fault information is continuously monitored. In response to the fault information indicating that the power battery does not upgrade to the first level fault within a preset time period, the target vehicle is set to support moving the vehicle. Alternatively, when the fault information indicates that the power battery is not faulty, the battery management system is adjusted to support the vehicle voltage command, and the target vehicle is set to support normal driving.

[0017] This application also provides a vehicle that can apply the steps of the power battery power-off control method for responding to vehicle collisions as described above.

[0018] This application embodiment also provides an electronic device, including: a processor, a memory, and a bus. The memory stores machine-readable instructions executable by the processor. When the electronic device is running, the processor communicates with the memory via the bus. When the machine-readable instructions are executed by the processor, the steps of the power battery power-off control method for responding to vehicle collisions described above are performed.

[0019] This application also provides a computer-readable storage medium storing a computer program, which, when executed by a processor, performs the steps of the above-described method for controlling the power battery power-off in response to a vehicle collision.

[0020] This application provides a method and apparatus for controlling the power battery to shut down in response to a vehicle collision. The method is applied to a battery management system installed in a vehicle. The method includes: in response to a collision event triggered by a target vehicle, acquiring collision state data corresponding to the target vehicle, and determining whether the collision state data meets a preset fuse triggering condition; if the collision state data meets the fuse triggering condition, controlling the active fuse corresponding to the power battery of the target vehicle to trigger, thereby shutting down the power battery; if the collision state data does not meet the fuse triggering condition, detecting fault information corresponding to the power battery; when the fault information indicates that the power battery has a first-level fault, disconnecting the main and negative relays corresponding to the power battery, thereby shutting down the power battery; when the fault information indicates that the power battery has a second-level fault or no fault, adjusting the battery management system to support the vehicle voltage command issued by the drive controller installed in the target vehicle, and setting the target vehicle to support driving.

[0021] Compared to existing technologies that rely on hardware signals from vehicle-mounted sensors and airbag controllers for battery power-off control, this new method allows the battery management system to autonomously determine fuse failure, detect faults, and control power-off during a collision. First, it checks if the vehicle's collision status data meets the fuse triggering conditions. If so, it triggers the active fuse to power off the battery. If not, it detects battery fault information. If the fault information indicates a first-level fault, it disconnects the battery's main negative relay to power off the battery. Finally, if the fault information indicates a second-level fault or no fault, it adjusts the battery management system to support the vehicle voltage command issued by the drive controller and sets the target vehicle to support driving. This creates a closed-loop chain from the occurrence of a collision to the battery's high-voltage power-off self-check, eliminating potential safety hazards from the battery after a collision and improving the safety of occupants after a collision.

[0022] To make the above-mentioned objectives, features and advantages of this application more apparent and understandable, preferred embodiments are described below in detail with reference to the accompanying drawings. Attached Figure Description

[0023] To more clearly illustrate the technical solutions of the embodiments of this application, the accompanying drawings used in the embodiments will be briefly introduced below. It should be understood that the following drawings only show some embodiments of this application and should not be regarded as a limitation of the scope. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0024] Figure 1A flowchart illustrating a power battery power-off control method for responding to vehicle collisions, provided as an embodiment of this application; Figure 2 A schematic diagram of a power battery power-off control device for responding to vehicle collisions, provided in an embodiment of this application; Figure 3 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application. Detailed Implementation

[0025] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. The components of the embodiments of this application described and shown in the accompanying drawings can generally be arranged and designed in various different configurations. Therefore, the following detailed description of the embodiments of this application provided in the accompanying drawings is not intended to limit the scope of the claimed application, but merely represents selected embodiments of this application. Based on the embodiments of this application, every other embodiment obtained by those skilled in the art without inventive effort falls within the scope of protection of this application.

[0026] Research has revealed that current methods for controlling the power battery shutdown after a collision in new energy vehicles rely on hardware signals from vehicle sensors and airbag controllers. However, due to the inherent uncertainty in the angle and force of a collision, the signals used in these methods may not reach the collision threshold or may exhibit delayed judgment. Furthermore, if the vehicle fails to de-energize during the signal determination period, it can lead to short circuits or open circuits in the high-voltage circuit, reducing the safety of occupants after a collision.

[0027] Based on this, this application provides a power battery power-off control method for responding to vehicle collisions. When a vehicle collision occurs, the battery management system autonomously performs fuse judgment, fault detection, and power-off control. First, it determines whether the vehicle's collision state data meets the fuse triggering conditions. If the fuse triggering conditions are met, the active fuse is triggered to power off the power battery. If the fuse triggering conditions are not met, fault information of the power battery is detected. When the fault information indicates that the power battery has a first-level fault, the main negative relay of the power battery is disconnected to power off the power battery. When the fault information indicates that the power battery has a second-level fault or no fault exists, the battery management system is adjusted to support the vehicle voltage command issued by the drive controller, and the target vehicle is set to support driving. This realizes a closed-loop link from the occurrence of a vehicle collision to the power battery high-voltage power-off self-test, eliminating potential safety hazards of the power battery after a collision and improving the safety of passengers after a vehicle collision.

[0028] In this way, based on the airbag controller signal determination, the battery management system's self-determination logic and high-voltage power-down self-test process are added. Through multiple collision logic determinations and the battery management system's self-test power-down action, the vehicle's state after a collision can be accurately detected, avoiding safety issues inside the power battery after a collision, thereby improving the vehicle's high-voltage safety.

[0029] Please see Figure 1 , Figure 1 This is one of the flowcharts for a power battery power-off control method in response to a vehicle collision, provided as an embodiment of this application. Figure 1 As shown in the illustration, the power battery power-off control method for responding to vehicle collisions provided in this application embodiment is applied to the battery management system of a vehicle. The method includes: S101. In response to a collision event triggered by a target vehicle, obtain the collision state data corresponding to the target vehicle, and determine whether the collision state data meets the preset fuse triggering conditions.

[0030] It should be noted that the method described in this application embodiment is implemented autonomously by the battery management system after the vehicle triggers a collision event, that is, the battery management system autonomously performs fuse failure judgment, fault detection and power-down control.

[0031] Here, the Battery Management System (BMS) is the core control unit of new energy vehicles such as electric vehicles (EVs), hybrid electric vehicles (HEVs / PHEVs), and energy storage systems. It is responsible for real-time monitoring, safety protection, state estimation, and energy management of the power battery pack to ensure the safe, efficient, and long-life operation of the battery.

[0032] The collision event refers to a minor collision involving the target vehicle, and the target vehicle refers to a vehicle that is expected to be powered down using the method described in the embodiments of this application.

[0033] In this embodiment of the application, the collision state data includes the collision signal sent by the airbag controller installed in the target vehicle, as well as the circuit current value, open circuit current value, and relay status information corresponding to the power battery.

[0034] In this embodiment of the application, the circuit breaker triggering condition includes a first circuit breaker triggering condition and a second circuit breaker triggering condition.

[0035] In one possible implementation of this application, step S101 may include: S1011. In response to a collision event triggered by the target vehicle, obtain the collision signal and the circuit current value sent by the airbag controller set by the target vehicle, and determine whether the collision signal or the circuit current value meets the preset first fuse triggering condition.

[0036] In this embodiment, the airbag control unit (ACU) is the core decision-making unit for collision events. When a collision occurs, the airbag control unit sends a collision signal to other electronic control units of the vehicle to trigger a series of safety responses.

[0037] Here, the collision signal adopts a dual-channel redundancy design, that is, the collision signal includes a CAN communication signal and a pulse width modulation square wave duty cycle signal.

[0038] Among them, the CAN communication signal can be used for information transmission and diagnosis, and is represented by digital messages to transmit collision details; the pulse width modulation square wave duty cycle signal can be used for functional safety level emergency stop, and is represented by square wave hardware signal.

[0039] In this embodiment of the application, the first fuse triggering condition includes a CAN communication signal greater than or equal to a first signal threshold and / or a pulse width modulation square wave duty cycle signal greater than or equal to a second signal threshold, or a loop current value greater than or equal to a collision short-circuit current threshold.

[0040] In one possible implementation of this application, in specific implementation, the step S1011 of obtaining the collision signal sent by the airbag controller set by the target vehicle and the circuit current value in response to a collision event triggered by the target vehicle may include: S10111 In response to the collision sensor installed on the target vehicle detecting a collision event triggered by the target vehicle, the airbag controller installed on the target vehicle sends the collision signal corresponding to the trigger event to the battery management system.

[0041] In this step, when the collision sensor installed on the target vehicle detects a collision event triggered by the target vehicle, the collision sensor transmits the trigger response of the collision event to the airbag controller installed on the target vehicle. The airbag controller then sends the CAN communication signal corresponding to the trigger event and the pulse width modulation square wave duty cycle signal to the battery management system.

[0042] S10112. The battery management system obtains the CAN communication signal and the pulse width modulation square wave duty cycle signal, and obtains the circuit current value corresponding to the power battery.

[0043] In this step, when the battery management system receives the CAN communication signal and the pulse width modulation square wave duty cycle signal sent by the airbag controller, it simultaneously obtains the circuit current value corresponding to the power battery of the target vehicle.

[0044] In one possible implementation of this application, in specific implementation, the step of determining whether the collision signal or the loop current value meets the preset first fuse triggering condition in step S1011 may include: S10113. Determine whether the CAN communication signal is greater than or equal to a preset first signal threshold, and determine whether the pulse width modulation square wave duty cycle signal is greater than or equal to a preset second signal threshold.

[0045] In this embodiment of the application, the preset first signal threshold and the second signal threshold can be specifically calibrated according to the actual factory parameters of the power battery, the vehicle performance of the target vehicle, and the actual power-off requirements and scenarios.

[0046] S10114. If the CAN communication signal is greater than or equal to the first signal threshold, and / or the pulse width modulation square wave duty cycle signal is greater than or equal to the second signal threshold, then it is determined that the collision signal meets the preset first fuse trigger condition.

[0047] S10115. If the CAN communication signal is less than the first signal threshold and the pulse width modulation square wave duty cycle signal is less than the second signal threshold, then determine whether the loop current value is greater than or equal to the preset collision short-circuit current threshold.

[0048] In this embodiment, the preset collision short-circuit current threshold can be specifically calibrated according to the actual factory parameters of the power battery, the vehicle performance of the target vehicle, and the actual power-off requirements and scenarios.

[0049] S10116. If the loop current value is greater than or equal to the collision short-circuit current threshold, then the loop current value is determined to meet the first fuse triggering condition.

[0050] S10117. If the loop current value is less than the collision short-circuit current threshold, then it is determined that the collision signal and the loop current value do not meet the first fuse triggering condition.

[0051] S1012. If the first fuse triggering condition is not met, disconnect the main positive relay corresponding to the power battery, and obtain the open circuit current value and the relay status information corresponding to the power battery.

[0052] In new energy vehicles or high-voltage systems, the high-voltage power-off sequence strategy is generally to disconnect the main positive relay first, and then disconnect the main negative relay. This can reduce the risk of electric arc and avoid the formation of floating high voltage.

[0053] When the CAN communication signal, the pulse width modulation square wave duty cycle signal, and the loop current value do not meet the first fuse triggering condition, the main positive relay corresponding to the power battery is disconnected first, but the main negative relay is not disconnected first.

[0054] S1013. Determine whether the open-circuit current value or the relay status information meets the preset second fuse triggering condition.

[0055] Here, after disconnecting the main positive relay, it is determined whether the open circuit current value corresponding to the power battery or the relay state corresponding to the power battery meets the preset second fuse trigger condition.

[0056] In this embodiment of the application, the second fuse triggering condition includes an open circuit current value greater than or equal to an open circuit current threshold or a fault in the relay status indicator relay corresponding to the power battery.

[0057] In one possible implementation of this application, step S1013 may include: S10131. Determine whether the open circuit current value is greater than or equal to a preset open circuit current threshold.

[0058] In this embodiment, the open-circuit current threshold can be specifically calibrated based on the actual factory parameters of the power battery, the vehicle performance of the target vehicle, and the actual power-off requirements and scenarios.

[0059] S10132. If the open circuit current value is less than the open circuit current threshold, then determine whether the relay status information indicates that the relay has a fault.

[0060] Here, the indication and judgment of the relay status information is mainly to determine whether the relay has a sticking fault when the open circuit current value is less than the open circuit current threshold.

[0061] S10133. If the relay status information indicates that the relay is not faulty, then it is determined that the open circuit current value or the relay status information does not meet the preset second fuse triggering condition.

[0062] S10134. If the open circuit current value is greater than or equal to the open circuit current threshold, or the relay status information indicates that the relay is faulty, then it is determined that the open circuit current value and the relay status information satisfy the second fuse triggering condition.

[0063] S1014. If the first fuse triggering condition or the second fuse triggering condition is met, then the collision state data is determined to meet the fuse triggering condition.

[0064] S102. If the collision state data meets the fuse triggering condition, then control the active fuse corresponding to the power battery of the target vehicle to trigger so that the power battery is de-energized.

[0065] In this application embodiment, the active fuse (PyroFuse) may include a pyrotechnic-driven physical fuse device, which is used to quickly physically cut off the high-voltage circuit of the power battery in critical safety scenarios such as electric vehicle collisions or thermal runaway, thereby completely eliminating the risk of electric shock and arc ignition.

[0066] In this step, when the collision state data meets the first fuse triggering condition, or when the collision state data meets the second fuse triggering condition, the active fuse corresponding to the power battery is controlled to be triggered, so as to use the active fuse to quickly de-energize the power battery.

[0067] Specifically, when the active fuse is triggered, the pyrotechnic device inside the active fuse is first ignited; then, the high-pressure gas pushes the blade or piston to cut off the copper conductor; finally, the main circuit is quickly and completely disconnected, causing the bus voltage to drop rapidly, thereby achieving high-voltage power disconnection and isolation of the power battery.

[0068] S103. If the collision state data does not meet the fuse triggering condition, then detect the fault information corresponding to the power battery.

[0069] In this step, if the first and second fuse trigger conditions are not met, the battery management system continues to perform its self-test process, that is, it detects the corresponding fault information of the power battery.

[0070] In this embodiment of the application, the fault information includes indicating that the power battery has no fault, indicating that the power battery has a first-level fault, and indicating that the power battery has a second-level fault.

[0071] Among them, the fault level of the first-level fault is higher than that of the second-level fault. The fault of the power battery with the first-level fault is more serious than that of the power battery with the second-level fault.

[0072] S104. When the fault information indicates that the power battery has a first-level fault, disconnect the main negative relay corresponding to the power battery to power down the power battery.

[0073] In this step, when the fault information indicates that the power battery has a first-level fault, it means that the fault of the power battery is relatively serious and it is necessary to disconnect the main negative relay corresponding to the power battery to power down the power battery.

[0074] S105. When the fault information indicates that the power battery has a second-level fault or no fault, adjust the battery management system to support the vehicle voltage command issued by the drive controller set by the target vehicle, and set the target vehicle to support driving.

[0075] In one possible implementation of this application, step S105 may include: S1051. When the fault information indicates that the power battery has a second-level fault, adjust the battery management system to support the vehicle voltage command issued by the drive controller set by the target vehicle, and continuously monitor the detected fault information.

[0076] In this step, when the power battery has a level 2 fault, it indicates that the collision was minor. If the fault will not worsen, the vehicle can be moved but is not allowed to drive on the road. The battery management system can receive vehicle voltage commands from the drive controller to control the high voltage of the power battery and continuously monitor changes in fault information.

[0077] Here, the drive controller installed in the target vehicle may include an intelligent drive controller (Motor Drive Control Unit, MDCU). The intelligent drive controller is the core control unit in the electric drive system of new energy vehicles. It is responsible for controlling the drive motor with high precision, high efficiency and high safety, and realizing the core functions of vehicle acceleration, deceleration and energy recovery.

[0078] The vehicle voltage command is a signal issued by the drive controller to control the battery management system to cut off the high voltage of the power battery.

[0079] S1052. In response to the fault information indicating that the power battery does not upgrade to the first level fault within a preset time period, the target vehicle is set to support moving.

[0080] In this step, when the continuously monitored fault information indicates that the power battery will not escalate to a first-level fault within a preset time period, the target vehicle is set to support moving the vehicle.

[0081] S1053, or, when the fault information indicates that the power battery is not faulty, the battery management system is adjusted to support the vehicle voltage command, and the target vehicle is set to support normal driving.

[0082] In this step, if there is no fault in the power battery, it indicates that the collision is very minor and does not affect the normal driving of the vehicle. The battery management system can accept the vehicle voltage command issued by the drive controller to control the high voltage of the power battery and enable the vehicle to drive normally.

[0083] In this way, the battery management system performs self-safety checks. Compared with the traditional collision strategy of not taking any action if the airbag does not deploy, this redundant design forms a complete and reliable safety process. The battery management system can automatically cut off power without waiting for instructions from the drive controller, and can eliminate potential battery hazards after a minor collision.

[0084] The power battery power-off control method for vehicle collisions provided in this application embodiment autonomously performs fuse failure judgment, fault detection, and power-off control when a vehicle collision occurs. First, it determines whether the vehicle's collision state data meets the fuse triggering conditions. If the fuse triggering conditions are met, the active fuse is triggered to power off the power battery. If the fuse triggering conditions are not met, fault information of the power battery is detected. When the fault information indicates that the power battery has a first-level fault, the main negative relay of the power battery is disconnected to power off the power battery. When the fault information indicates that the power battery has a second-level fault or no fault exists, the battery management system is adjusted to support the vehicle voltage command issued by the drive controller, and the target vehicle is set to support driving. This realizes a closed-loop link from the occurrence of a vehicle collision to the power battery high-voltage power-off self-test, eliminating potential safety hazards of the power battery after a collision and improving the safety of passengers after a vehicle collision.

[0085] Please see Figure 2 , Figure 2 This is a schematic diagram of a power battery power-off control device for responding to vehicle collisions, provided as an embodiment of this application. Figure 2 As shown, the power battery power-off control device 200 includes: The condition judgment module 210 is used to respond to a collision event triggered by a target vehicle, obtain the collision state data corresponding to the target vehicle, and determine whether the collision state data meets the preset fuse triggering conditions. The fuse triggering module 220 is used to control the active fuse corresponding to the power battery of the target vehicle to trigger if the collision state data meets the fuse triggering condition, so as to de-energize the power battery; The fault self-test module 230 is used to detect the fault information corresponding to the power battery if the collision state data does not meet the fuse triggering condition. The power-down control module 240 is used to disconnect the main negative relay corresponding to the power battery when the fault information indicates that the power battery has a first-level fault, so as to power down the power battery. The vehicle adjustment module 250 is used to adjust the battery management system to support the vehicle voltage command issued by the drive controller set by the target vehicle when the fault information indicates that the power battery has a second-level fault or no fault, and to set the target vehicle to support driving.

[0086] Furthermore, the collision state data includes a collision signal and the corresponding circuit current value, open circuit current value, and relay status information of the power battery; when the condition judgment module 210 is used to respond to a collision event triggered by the target vehicle, acquire the collision state data corresponding to the target vehicle, and determine whether the collision state data meets the preset fuse triggering condition, the condition judgment module 210 is used to: In response to a collision event triggered by a target vehicle, the system acquires the collision signal and the circuit current value sent by the airbag controller set by the target vehicle, and determines whether the collision signal or the circuit current value meets a preset first fuse trigger condition. If the first fuse triggering condition is not met, the main positive relay corresponding to the power battery is disconnected, and the open circuit current value and the relay status information corresponding to the power battery are obtained. Determine whether the open-circuit current value or the relay status information meets the preset second fuse trigger condition; If the second fuse triggering condition is not met, then the collision state data is determined not to meet the fuse triggering condition. If the first fuse trigger condition or the second fuse trigger condition is met, then the collision state data is determined to meet the fuse trigger condition.

[0087] Furthermore, when the condition judgment module 210 is used to obtain the collision signal sent by the airbag controller set by the target vehicle and the circuit current value in response to a collision event triggered by the target vehicle, the condition judgment module 210 is used to: In response to the collision sensor installed on the target vehicle detecting a collision event triggered by the target vehicle, the airbag controller installed on the target vehicle sends a collision signal corresponding to the trigger event to the battery management system; wherein, the collision signal includes a CAN communication signal and a pulse width modulation square wave duty cycle signal; The battery management system acquires the CAN communication signal and the pulse width modulation square wave duty cycle signal, and acquires the corresponding circuit current value of the power battery.

[0088] Furthermore, when determining whether the collision signal or the circuit current value meets the preset first fuse triggering condition, the condition determination module 210 is used to: Determine whether the CAN communication signal is greater than or equal to a preset first signal threshold, and determine whether the pulse width modulation square wave duty cycle signal is greater than or equal to a preset second signal threshold; If the CAN communication signal is greater than or equal to the first signal threshold, and / or the pulse width modulation square wave duty cycle signal is greater than or equal to the second signal threshold, then the collision signal is determined to meet the preset first fuse trigger condition. If the CAN communication signal is less than the first signal threshold and the pulse width modulation square wave duty cycle signal is less than the second signal threshold, then determine whether the loop current value is greater than or equal to the preset collision short-circuit current threshold. If the loop current value is greater than or equal to the collision short-circuit current threshold, then the loop current value is determined to meet the first fuse triggering condition. If the loop current value is less than the collision short-circuit current threshold, then it is determined that the collision signal and the loop current value do not meet the first fuse triggering condition.

[0089] Furthermore, when the condition judgment module 210 is used to determine whether the open-circuit current value or the relay status information meets the preset second fuse triggering condition, the condition judgment module 210 is used to: Determine whether the open-circuit current value is greater than or equal to a preset open-circuit current threshold; If the open circuit current value is less than the open circuit current threshold, then it is determined whether the relay status information indicates that the relay is faulty; If the relay status information indicates that the relay is not faulty, then it is determined that the open circuit current value or the relay status information does not meet the preset second fuse triggering condition. If the open-circuit current value is greater than or equal to the open-circuit current threshold, or if the relay status information indicates that the relay is faulty, then the open-circuit current value and the relay status information are determined to meet the second fuse triggering condition.

[0090] Furthermore, when the fault information indicates that the power battery has a second-level fault or no fault, the vehicle adjustment module 250 adjusts the battery management system to support the vehicle voltage command issued by the drive controller set by the target vehicle, and sets the target vehicle to support driving, the vehicle adjustment module 250 is used to: When the fault information indicates that the power battery has a second-level fault, the battery management system is adjusted to support the vehicle voltage command issued by the drive controller set by the target vehicle, and the detected fault information is continuously monitored. In response to the fault information indicating that the power battery does not upgrade to the first level fault within a preset time period, the target vehicle is set to support moving the vehicle. Alternatively, when the fault information indicates that the power battery is not faulty, the battery management system is adjusted to support the vehicle voltage command, and the target vehicle is set to support normal driving.

[0091] The power battery power-off control device for vehicle collision response provided in this application embodiment autonomously performs fuse failure judgment, fault detection, and power-off control by the battery management system when a vehicle collision occurs. First, it determines whether the vehicle's collision state data meets the fuse triggering conditions. If the fuse triggering conditions are met, the active fuse is triggered to power off the power battery. If the fuse triggering conditions are not met, fault information of the power battery is detected. When the fault information indicates that the power battery has a first-level fault, the main negative relay of the power battery is disconnected to power off the power battery. When the fault information indicates that the power battery has a second-level fault or no fault exists, the battery management system is adjusted to support the vehicle voltage command issued by the drive controller, and the target vehicle is set to support driving. This realizes a closed-loop link from the occurrence of a vehicle collision to the power battery high-voltage power-off self-test, eliminating potential safety hazards of the power battery after a collision and improving the safety of the occupants after a vehicle collision.

[0092] This application also provides a vehicle that can be used as described above. Figure 1 The steps of the power battery power-off control method in response to vehicle collision in the method embodiment shown are described in detail in the method embodiment, and will not be repeated here.

[0093] Please see Figure 3 , Figure 3 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application. Figure 3 As shown, the electronic device 300 includes a processor 310, a memory 320, and a bus 330.

[0094] The memory 320 stores machine-readable instructions executable by the processor 310. When the electronic device 300 is running, the processor 310 and the memory 320 communicate via the bus 330. When the machine-readable instructions are executed by the processor 310, they can perform the operations described above. Figure 1 The steps of the power battery power-off control method in response to vehicle collision in the method embodiment shown are described in detail in the method embodiment, and will not be repeated here.

[0095] This application also provides a computer-readable storage medium storing a computer program, which, when executed by a processor, can perform the above-described actions. Figure 1 The steps of the power battery power-off control method in response to vehicle collision in the method embodiment shown are described in detail in the method embodiment, and will not be repeated here.

[0096] Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the specific working processes of the systems, devices, and units described above can be referred to the corresponding processes in the foregoing method embodiments, and will not be repeated here.

[0097] In the several embodiments provided in this application, it should be understood that the disclosed systems, apparatuses, and methods can be implemented in other ways. The apparatus embodiments described above are merely illustrative. For example, the division of units is only a logical functional division, and in actual implementation, there may be other division methods. Furthermore, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Additionally, the shown or discussed mutual couplings, direct couplings, or communication connections may be through some communication interfaces; indirect couplings or communication connections between devices or units may be electrical, mechanical, or other forms.

[0098] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0099] In addition, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit.

[0100] If the aforementioned functions are implemented as software functional units and sold or used as independent products, they can be stored in a processor-executable, non-volatile, computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or a portion of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0101] Finally, it should be noted that the above-described embodiments are merely specific implementations of this application, used to illustrate the technical solutions of this application, and not to limit them. The scope of protection of this application is not limited thereto. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that any person skilled in the art can still modify or easily conceive of changes to the technical solutions described in the foregoing embodiments, or make equivalent substitutions for some of the technical features, within the scope of the technology disclosed in this application. Such modifications, changes, or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this application, and should all be covered within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A method for controlling the power battery to shut down in response to a vehicle collision, characterized in that, The method is applied to a battery management system in a vehicle, and the method includes: In response to a collision event triggered by a target vehicle, the system acquires the collision state data corresponding to the target vehicle and determines whether the collision state data meets the preset fuse triggering conditions. If the collision state data meets the fuse triggering condition, then the active fuse corresponding to the power battery of the target vehicle is triggered to de-energize the power battery. If the collision state data does not meet the fuse triggering condition, then the fault information corresponding to the power battery is detected; When the fault information indicates that the power battery has a first-level fault, disconnect the main negative relay corresponding to the power battery to power down the power battery; When the fault information indicates that the power battery has a second-level fault or no fault, the battery management system is adjusted to support the vehicle voltage command issued by the drive controller set by the target vehicle, and the target vehicle is set to support driving.

2. The method according to claim 1, characterized in that, The collision state data includes a collision signal and the corresponding circuit current value, open circuit current value, and relay status information of the power battery; the step of responding to a collision event triggered by a target vehicle, acquiring the collision state data corresponding to the target vehicle, and determining whether the collision state data meets the preset fuse triggering conditions includes: In response to a collision event triggered by a target vehicle, the system acquires the collision signal and the circuit current value sent by the airbag controller set by the target vehicle, and determines whether the collision signal or the circuit current value meets a preset first fuse trigger condition. If the first fuse triggering condition is not met, the main positive relay corresponding to the power battery is disconnected, and the open circuit current value and the relay status information corresponding to the power battery are obtained. Determine whether the open-circuit current value or the relay status information meets the preset second fuse trigger condition; If the second fuse triggering condition is not met, then the collision state data is determined not to meet the fuse triggering condition. If the first fuse trigger condition or the second fuse trigger condition is met, then the collision state data is determined to meet the fuse trigger condition.

3. The method according to claim 2, characterized in that, The step of acquiring the collision signal and the circuit current value sent by the airbag controller of the target vehicle in response to a collision event triggered by the target vehicle includes: In response to the collision sensor installed on the target vehicle detecting a collision event triggered by the target vehicle, the airbag controller installed on the target vehicle sends a collision signal corresponding to the trigger event to the battery management system; wherein, the collision signal includes a CAN communication signal and a pulse width modulation square wave duty cycle signal; The battery management system acquires the CAN communication signal and the pulse width modulation square wave duty cycle signal, and acquires the corresponding circuit current value of the power battery.

4. The method according to claim 3, characterized in that, The step of determining whether the collision signal or the circuit current value meets the preset first fuse trigger condition includes: Determine whether the CAN communication signal is greater than or equal to a preset first signal threshold, and determine whether the pulse width modulation square wave duty cycle signal is greater than or equal to a preset second signal threshold; If the CAN communication signal is greater than or equal to the first signal threshold, and / or the pulse width modulation square wave duty cycle signal is greater than or equal to the second signal threshold, then the collision signal is determined to meet the preset first fuse trigger condition. If the CAN communication signal is less than the first signal threshold and the pulse width modulation square wave duty cycle signal is less than the second signal threshold, then determine whether the loop current value is greater than or equal to the preset collision short-circuit current threshold. If the loop current value is greater than or equal to the collision short-circuit current threshold, then the loop current value is determined to meet the first fuse triggering condition. If the loop current value is less than the collision short-circuit current threshold, then it is determined that the collision signal and the loop current value do not meet the first fuse triggering condition.

5. The method according to claim 2, characterized in that, The step of determining whether the open-circuit current value or the relay status information meets the preset second fuse triggering condition includes: Determine whether the open-circuit current value is greater than or equal to a preset open-circuit current threshold; If the open circuit current value is less than the open circuit current threshold, then it is determined whether the relay status information indicates that the relay is faulty; If the relay status information indicates that the relay is not faulty, then it is determined that the open circuit current value or the relay status information does not meet the preset second fuse triggering condition. If the open-circuit current value is greater than or equal to the open-circuit current threshold, or if the relay status information indicates that the relay is faulty, then the open-circuit current value and the relay status information are determined to meet the second fuse triggering condition.

6. The method according to claim 1, characterized in that, When the fault information indicates that the power battery has a second-level fault or no fault, the battery management system is adjusted to support the vehicle voltage command issued by the drive controller set by the target vehicle, and the target vehicle is set to support driving, including: When the fault information indicates that the power battery has a second-level fault, the battery management system is adjusted to support the vehicle voltage command issued by the drive controller set by the target vehicle, and the detected fault information is continuously monitored. In response to the fault information indicating that the power battery does not upgrade to the first level fault within a preset time period, the target vehicle is set to support moving the vehicle. Alternatively, when the fault information indicates that the power battery is not faulty, the battery management system is adjusted to support the vehicle voltage command, and the target vehicle is set to support normal driving.

7. A power battery power-off control device for responding to vehicle collisions, characterized in that, The power battery power-off control device includes: The condition judgment module is used to respond to a collision event triggered by a target vehicle, obtain the collision state data corresponding to the target vehicle, and determine whether the collision state data meets the preset fuse triggering conditions. A fuse triggering module is used to control the active fuse corresponding to the power battery of the target vehicle to trigger if the collision state data meets the fuse triggering condition, so as to de-energize the power battery; The fault self-check module is used to detect the fault information corresponding to the power battery if the collision state data does not meet the fuse triggering condition. The power-down control module is used to disconnect the main negative relay corresponding to the power battery when the fault information indicates that the power battery has a first-level fault, so as to power down the power battery. The vehicle adjustment module is used to adjust the battery management system to support the vehicle voltage command issued by the drive controller set by the target vehicle when the fault information indicates that the power battery has a second-level fault or no fault, and to set the target vehicle to support driving.

8. The power battery power-off control device according to claim 7, characterized in that, When the fault information indicates that the power battery has a second-level fault or no fault, the vehicle adjustment module adjusts the battery management system to support the vehicle voltage command issued by the drive controller set by the target vehicle, and sets the target vehicle to support driving, the vehicle adjustment module is used for: When the fault information indicates that the power battery has a second-level fault, the battery management system is adjusted to support the vehicle voltage command issued by the drive controller set by the target vehicle, and the detected fault information is continuously monitored. In response to the fault information indicating that the power battery does not upgrade to the first level fault within a preset time period, the target vehicle is set to support moving the vehicle. Alternatively, when the fault information indicates that the power battery is not faulty, the battery management system is adjusted to support the vehicle voltage command, and the target vehicle is set to support normal driving.

9. A vehicle, characterized in that, The vehicle may apply the steps of the power battery power-off control method for responding to a vehicle collision as described in any one of claims 1 to 6.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program that, when executed by a processor, performs the steps of the power battery power-off control method for responding to a vehicle collision as described in any one of claims 1 to 6.

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