New energy vehicle collision safety protection method, system and vehicle
By using a CAN network and pulse width modulation hardwired dual-path transmission of collision signals in new energy vehicles through an airbag controller, the controller works together to cut off the high-voltage circuit and actively discharge the motor, thus solving the safety risks during collisions of new energy vehicles and improving the overall vehicle safety.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- CHERY AUTOMOBILE CO LTD
- Filing Date
- 2026-04-30
- Publication Date
- 2026-06-05
AI Technical Summary
Damage to the high-voltage system of a new energy vehicle during a collision may lead to secondary risks such as exposed high-voltage electricity, high-voltage leakage, short circuit, and battery fire, threatening the safety of passengers and rescue personnel.
The airbag controller sends the collision signal to the vehicle controller via both the CAN network and pulse width modulation hardwired methods. The signal is then forwarded to the motor controller via the CAN network. After the vehicle controller recognizes the signal, it sends a power-down command to the battery management system, which controls the relay to cut off the high-voltage circuit. The motor controller then performs active discharge.
It achieves dual-path redundant reporting of collision signals, avoids high-voltage leakage and reverse charging of the power battery by the motor, and improves the safety of new energy vehicles after a collision.
Smart Images
Figure CN122143818A_ABST
Abstract
Description
Technical Field
[0001] This application relates to the field of new energy vehicle control technology, and in particular to a new energy vehicle collision safety protection method, system and vehicle. Background Technology
[0002] With the rapid development of new energy vehicle-related technologies, the advantages of new energy vehicles have gradually become apparent, and more and more consumers have begun to favor them, leading to an increasing popularity of new energy vehicles.
[0003] However, at the same time, a series of problems brought about by the rapid development of new energy vehicles are becoming increasingly prominent. New energy vehicles that can be driven by electricity are equipped with a complete high-voltage drive system. Such new energy vehicles may cause damage to the high-voltage system in the event of a collision.
[0004] Damage to the high-voltage system may lead to secondary risks such as exposed high-voltage electricity, high-voltage leakage, short circuit, and battery fire, which pose a significant threat to the safety of passengers and rescue personnel in collisions involving new energy vehicles. Summary of the Invention
[0005] In view of this, this application provides a collision safety protection method for new energy vehicles, which can improve the safety of new energy vehicles after a collision.
[0006] On the one hand, this application provides a collision safety protection method for new energy vehicles, the method including: When the airbag controller detects a collision event, it sends the collision signal to the vehicle controller via both the CAN network and the pulse width modulation hardwired signal. At the same time, it forwards the collision signal to the motor controller via the area controller through the CAN network.
[0007] After recognizing the collision signal, the vehicle controller sends a power-down command to the battery management system.
[0008] Upon receiving a power-down command, the battery management system controls a relay to disconnect the high-voltage circuit.
[0009] Upon receiving a collision signal, the motor controller controls the motor to actively discharge.
[0010] Optionally, the airbag controller determines that a collision event has occurred when it detects that the waveform and number of reversals of the sensor level within a preset period meet preset judgment conditions.
[0011] Alternatively, the method may also include: When the airbag controller detects a collision event, it forwards the collision signal to the battery management system via the CAN network through the area controller.
[0012] Upon receiving a collision signal, the battery management system controls a relay to cut off the high-voltage circuit.
[0013] Alternatively, the method may also include: After confirming that the relay has successfully disconnected the high-voltage circuit, the vehicle controller sends a discharge command to the motor controller.
[0014] After receiving a discharge command, the motor controller controls the motor to actively discharge.
[0015] Alternatively, the method may also include: When the airbag controller detects a collision event, it sends a collision signal to the battery management system via pulse width modulation hardwire.
[0016] Upon receiving a collision signal, the battery management system controls a relay to cut off the high-voltage circuit.
[0017] On the other hand, this application also provides a collision safety protection system for new energy vehicles, the system including an airbag controller, a vehicle controller, a zone controller, a battery management system, and a motor controller, wherein: The airbag controller is configured to send the collision signal to the vehicle controller via both the CAN network and pulse width modulation hardwire when a collision event is detected, and simultaneously forward the collision signal to the motor controller via the area controller through the CAN network.
[0018] The vehicle controller is configured to send a power-down command to the battery management system after recognizing a collision signal.
[0019] The battery management system is configured to control a relay to cut off the high-voltage circuit upon receiving a power-down command.
[0020] The motor controller is configured to control the motor to actively discharge upon receiving a collision signal.
[0021] Alternatively, the airbag controller is configured to determine that a collision event has occurred when the waveform and number of reversals of the sensor level within a preset period meet preset judgment conditions.
[0022] The airbag controller is also configured to forward the collision signal to the battery management system via the CAN network through the area controller when a collision event is detected.
[0023] The battery management system is also configured to control a relay to cut off the high-voltage circuit upon receiving a collision signal.
[0024] Alternatively, the vehicle controller is also configured to send a discharge command to the motor controller after confirming that the relay has completed disconnecting the high-voltage circuit.
[0025] The motor controller is also configured to control the motor to actively discharge upon receiving a discharge command.
[0026] Alternatively, the airbag controller is also configured to send a collision signal to the battery management system via pulse width modulation hardwire when a collision event is detected.
[0027] The battery management system is also configured to control a relay to cut off the high-voltage circuit upon receiving a collision signal.
[0028] In another aspect, this application also provides a vehicle including the new energy vehicle collision safety protection system provided in the foregoing.
[0029] The new energy vehicle collision safety protection method provided in this application, when the airbag controller detects a collision event, simultaneously sends the collision signal to the vehicle controller via both the CAN network and pulse width modulation hardwired transmission, achieving dual-redundant reporting of the collision signal. Simultaneously, the collision signal is forwarded to the motor controller via the CAN network through the area controller, enabling the motor controller to independently detect the collision event and take countermeasures. After recognizing the collision signal, the vehicle controller sends a power-down command to the battery management system. This command causes the battery management system to control the relay to cut off the high-voltage circuit, thus preventing high-voltage leakage. Upon receiving the collision signal, the motor controller can also control the motor to actively discharge, preventing the motor from reverse-charging the power battery and causing backflow. Overall, this method improves the safety of new energy vehicles after a collision. Attached Figure Description
[0030] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.
[0031] Figure 1 A flowchart of a new energy vehicle collision safety protection method provided in the embodiments of this application; Figure 2 Another flowchart of the new energy vehicle collision safety protection method provided in the embodiments of this application; Figure 3 Sensor waveform diagram of the new energy vehicle collision safety protection method provided in the embodiments of this application; Figure 4 This is an architecture diagram of a new energy vehicle collision safety protection system provided in an embodiment of this application. Detailed Implementation
[0032] 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, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.
[0033] China's automotive market is developing at a remarkable pace, with electric vehicles (EVs) experiencing particularly rapid growth and sales increases. However, this rapid development has also brought about a series of problems that are becoming increasingly prominent. EVs are equipped with a complete high-voltage drive system. Due to the limited space in the vehicle's structure, the collision safety performance of EVs varies significantly. During a collision, the high-voltage system can be damaged, leading to secondary risks such as exposed high-voltage electricity, high-voltage leakage, short circuits, and battery fires. Passengers and rescue personnel will also face new risks and challenges during an EV collision, making the collision safety of EVs a serious concern. According to investigations, the three main causes of EV fires are battery spontaneous combustion, charging, and vehicle collisions. Among these, collisions are a key contributing factor to EV fires, making EV collision safety an increasingly important concern.
[0034] This application provides a method for collision safety protection of new energy vehicles, such as... Figure 1 As shown, the method includes steps S101, S102, S103, and S104, wherein: In step S101, when the airbag controller detects a collision event, it simultaneously sends the collision signal to the vehicle controller via both the CAN network and the pulse width modulation hardwired method, and forwards the collision signal to the motor controller via the CAN network through the area controller.
[0035] In step S102, the vehicle controller identifies the collision signal and sends a power-down command to the battery management system.
[0036] In step S103, the battery management system controls the relay to cut off the high-voltage circuit after receiving the power-down command.
[0037] In step S104, the motor controller controls the motor to actively discharge after receiving the collision signal.
[0038] In some optional embodiments, the airbag controller determines that a collision event has occurred when it detects that the waveform and number of reversals of the sensor level within a preset period meet preset judgment conditions.
[0039] In some optional embodiments, the method further includes: When the airbag controller detects a collision event, it forwards the collision signal to the battery management system via the CAN network through the area controller.
[0040] Upon receiving a collision signal, the battery management system controls a relay to cut off the high-voltage circuit.
[0041] In some optional embodiments, the method further includes: After confirming that the relay has successfully disconnected the high-voltage circuit, the vehicle controller sends a discharge command to the motor controller.
[0042] After receiving a discharge command, the motor controller controls the motor to actively discharge.
[0043] In some optional embodiments, the method further includes: When the airbag controller detects a collision event, it sends a collision signal to the battery management system via pulse width modulation hardwire.
[0044] Upon receiving a collision signal, the battery management system controls a relay to cut off the high-voltage circuit.
[0045] The new energy vehicle collision safety protection method provided in this application, when the airbag controller detects a collision event, simultaneously sends the collision signal to the vehicle controller via both the CAN network and pulse width modulation hardwired transmission, achieving dual-redundant reporting of the collision signal. Simultaneously, the collision signal is forwarded to the motor controller via the CAN network through the area controller, enabling the motor controller to independently detect the collision event and take countermeasures. After recognizing the collision signal, the vehicle controller sends a power-down command to the battery management system. This command causes the battery management system to control the relay to cut off the high-voltage circuit, thus preventing high-voltage leakage. Upon receiving the collision signal, the motor controller can also control the motor to actively discharge, preventing the motor from reverse-charging the power battery and causing backflow. Overall, this method improves the safety of new energy vehicles after a collision.
[0046] This application also provides a method for collision safety protection of new energy vehicles, such as... Figure 2 As shown, the method includes steps S201, S202, S203, S204, and S205, wherein: In step S201, when the airbag controller detects that the waveform and number of reversals of the sensor level within a preset period meet the preset judgment conditions, it determines that a collision event has occurred.
[0047] In some optional embodiments, the new energy vehicle collision safety protection method provided in this application also has corresponding enabling conditions. The collision detection function will only start when the following conditions are met, and the new energy vehicle collision safety protection method provided in this application will be executed from step S201: The high-voltage power supply to the entire vehicle is now complete.
[0048] The airbag controller initialization was successful.
[0049] The airbag controller is communicating normally.
[0050] Figure 3 The sensor's voltage level waveforms are shown when no collision event occurs, as well as the voltage level waveforms corresponding to four different scenarios (with the collision events occurring at different times).
[0051] like Figure 3 As shown, when no collision occurs, T1 is low and T2 is high, with T2 being four times the period of T1. After a collision, the low and high levels reverse, meaning T1 becomes high and T2 becomes low, with T2 being four times the period of T1. By observing the reversal of the signal period and the waveform within the judgment period, the airbag controller identifies whether a collision event has occurred. The airbag controller determines that a collision event has been detected when it detects that the waveform and number of reversals of the sensor level within a preset period meet preset judgment conditions. This can be defined as the waveform within the preset period including T1 and T2, where T1 is high, T2 is low, the waveforms of T1 and T2 are reversed, and T2 is four times the period of T1.
[0052] Understandably, since a vehicle may experience more than one collision during an accident, to avoid the second inversion of the sensor waveform during a secondary collision interfering with the airbag controller's judgment of the waveform and incorrectly identifying that the vehicle has not been involved in a collision, in some optional embodiments, if a second collision occurs just as the high or low level in the waveform of the first collision cycle has just ended (e.g., in scenarios 1 and 3), the existing output waveform remains unchanged. If a second collision occurs before the high or low level in the waveform of the first collision cycle has ended (e.g., in scenarios 2 and 4), the level waveform needs to be inverted again when the second collision occurs, but the subsequent waveform is still output according to "T1 is high level, T2 is low level, and T2 is 4 times the T1 cycle", so that the airbag controller can accurately identify that a collision event has occurred.
[0053] In step S202, when the airbag controller detects a collision event, it simultaneously sends the collision signal to the vehicle controller via both the CAN network and the pulse width modulation hardwired method, and forwards the collision signal to the motor controller via the CAN network through the area controller.
[0054] In step S203, the vehicle controller identifies the collision signal and sends a power-down command to the battery management system.
[0055] In some optional embodiments, the vehicle controller's identification of the collision signal may refer to the vehicle controller verifying the collision signal and passing the verification. The vehicle controller's verification of the collision signal is considered to have passed when any of the following conditions are met: Condition 1: The vehicle controller determines that the collision signal sent by the airbag controller through the CAN network is valid, and the state of the collision signal sent by the airbag controller through the CAN network is a collision. The collision signal sent by the airbag controller through the CAN network lasts for one cycle and the message passes the verification.
[0056] Condition 2: The vehicle controller identifies the collision state based on the collision signal sent by the airbag controller via pulse width modulation hardwire, and the collision signal sent by the airbag controller via pulse width modulation hardwire is continuous for 3 cycles.
[0057] In some optional embodiments, after the vehicle controller verifies the collision signal and the verification is successful, in addition to sending a power-down command to the battery management system and further executing the following steps S204-S205, it can also illuminate the system fault light, send a system fault level signal to the vehicle network or diagnostic equipment, and store the diagnostic fault code in a non-volatile storage medium.
[0058] Furthermore, during the process of re-energizing the vehicle after the high voltage is deactivated, the airbag controller can only send a feedback to the vehicle controller when it detects that no collision event has occurred. Only then can the vehicle controller issue a command to allow the vehicle to re-energize (which can be sent to the battery management system).
[0059] In step S204, the battery management system controls the relay to cut off the high-voltage circuit after receiving the power-down command.
[0060] In step S205, the motor controller controls the motor to actively discharge after receiving the collision signal.
[0061] It is understandable that the step of the motor controller actively discharging the motor after receiving a collision signal can be achieved through the discharge circuit inside the motor controller. Controlling the motor to actively discharge can mean disconnecting the connection between the motor and the power battery, or directly releasing the electrical energy generated by the motor being dragged by the wheel, instead of charging the power battery. This avoids the situation where, if the vehicle continues to move forward after a collision, the wheel drags the motor to generate electricity, and the electrical energy generated by the motor will backflow into the power battery, causing damage to the power battery (because at this time the high voltage circuit of the whole vehicle is disconnected, and the high voltage operation is completed).
[0062] In some optional embodiments, the method further includes: After receiving a collision signal, the motor controller will first identify the control signal and then control the motor to actively discharge.
[0063] The motor controller's identification of collision signals can refer to the motor controller verifying the collision signals and ensuring that the verification passes. The motor controller's verification of collision signals is considered successful when the following conditions are met: The motor controller determines that the collision signal sent by the airbag controller through the CAN network is valid, and that the collision signal sent by the airbag controller through the CAN network is in the state of collision. The collision signal sent by the airbag controller through the CAN network lasts for one cycle and the message passes the verification.
[0064] In some optional embodiments, after the motor controller receives a collision signal and verifies the collision signal and the verification passes, in addition to controlling the motor to actively discharge, it can also perform at least one of the following operations: report the fault and store the diagnostic fault code.
[0065] In some optional embodiments, the method further includes: When the airbag controller detects a collision event, it forwards the collision signal to the battery management system via the CAN network through the area controller.
[0066] Upon receiving a collision signal, the battery management system controls a relay to cut off the high-voltage circuit.
[0067] It is understandable that the operation of the motor controller controlling the motor to actively discharge can be triggered not only by steps S202 and S205, after receiving the collision signal forwarded by the airbag controller via the CAN network through the area controller, but also by the operation of the battery management system controlling the relay to cut off the high-voltage circuit. Therefore: In some optional embodiments, the method further includes: After confirming that the relay has successfully disconnected the high-voltage circuit, the vehicle controller sends a discharge command to the motor controller.
[0068] After receiving a discharge command, the motor controller controls the motor to actively discharge.
[0069] In some alternative embodiments, if the vehicle controller determines that the battery management system attempts to control the relay to cut off the high-voltage circuit, but the relay does not respond after a preset time, it will also send a discharge command to the motor controller, so that the motor controller can control the motor to actively discharge after receiving the discharge command.
[0070] In some alternative embodiments, while sending the discharge command to the motor controller, the vehicle controller can also use the battery management system to control a relay to keep the high-voltage circuit disconnected and prevent high-voltage power from being supplied.
[0071] In some optional embodiments, the method further includes: When the airbag controller detects a collision event, it sends a collision signal to the battery management system via pulse width modulation hardwire.
[0072] Upon receiving a collision signal, the battery management system controls a relay to cut off the high-voltage circuit.
[0073] Understandably, similar to the vehicle controller, the battery management system can receive collision signals transmitted via the CAN network as well as collision signals transmitted via pulse width modulation hardwired transmission, thereby achieving dual-path redundant transmission of collision signals. Therefore, in some optional embodiments, the method further includes: After receiving a collision signal, the battery management system will first identify the collision signal and then control the relay to cut off the high-voltage circuit.
[0074] The battery management system's recognition of collision signals can refer to the battery management system verifying the collision signals and ensuring that the verification passes. The battery management system's verification of collision signals is considered successful if any of the following conditions are met: Condition 1: The battery management system determines that the collision signal sent by the airbag controller through the CAN network is valid, and the state of the collision signal sent by the airbag controller through the CAN network is a collision. The collision signal sent by the airbag controller through the CAN network lasts for one cycle and the message passes the verification.
[0075] Condition 2: The battery management system identifies the collision state based on the collision signal sent by the airbag controller via pulse width modulation hard wire, and the collision signal sent by the airbag controller via pulse width modulation hard wire is continuous for 3 cycles.
[0076] In some optional embodiments, after receiving a power-down command or a collision signal, and verifying the collision signal and passing the verification, the battery management system may, in addition to controlling the relay to cut off the high-voltage circuit, perform at least one of the following operations: disable insulation detection (if the battery management system continues to detect the insulation resistance value in the system after cutting off the high-voltage circuit, a false insulation fault will be generated), report the fault, illuminate the power battery fault indicator, and store the diagnostic fault code (the fault needs to be cleared to recover from the current collision diagnostic fault code).
[0077] In some optional embodiments, the new energy vehicle collision safety protection method provided in this application also has corresponding exit conditions. When the following conditions are met, the collision detection function ends and the new energy vehicle collision safety protection method process provided in this application ends: the high voltage power-off is completed (the relay cuts off the high voltage circuit), and the airbag controller goes into sleep mode.
[0078] The new energy vehicle collision safety protection method provided in this application involves the airbag controller simultaneously transmitting collision signals to the vehicle controller via both the CAN network and pulse width modulation (PWM) hardwired communication when a collision event is detected. The CAN network transmits signals to network nodes through periodic messages, while the PWM hardwired communication transmits signals to each controller via low-voltage wiring harnesses. This achieves dual-path redundant reporting of collision signals. Simultaneously, the collision signal is forwarded to the motor controller via the CAN network through the area controller, enabling the motor controller to independently detect the collision event and take appropriate measures. After recognizing the collision signal, the vehicle controller sends a power-down command to the battery management system. This command causes the battery management system to control a relay to cut off the high-voltage circuit, preventing high-voltage leakage. Upon receiving the collision signal, the motor controller can also control the motor to actively discharge, preventing reverse charging of the power battery and subsequent backflow. Overall, this method improves the safety of new energy vehicles after a collision.
[0079] This application also provides a collision safety protection system for new energy vehicles, such as... Figure 4 As shown, the system includes an airbag controller 401, a vehicle controller 402, a zone controller 403, a battery management system 404, and a motor controller 405, wherein: The airbag controller 401 is configured to send the collision signal to the vehicle controller 402 via both the CAN network (as shown in S1) and the pulse width modulation hardwire (as shown in S2) when a collision event is detected, and simultaneously forward the collision signal to the motor controller 405 via the CAN network through the area controller 403 (as shown in S3+S4).
[0080] The vehicle controller 402 is configured to send a power-down command to the battery management system 404 (as shown in S5 in the figure) after recognizing a collision signal.
[0081] In some optional embodiments, the vehicle controller 402 identifying the collision signal may refer to the vehicle controller 402 verifying the collision signal and passing the verification. The vehicle controller 402 is considered to have passed the collision signal verification when any of the following conditions are met: Condition 1: The vehicle controller 402 determines that the collision signal sent by the airbag controller 401 through the CAN network is valid, and the state of the collision signal sent by the airbag controller 401 through the CAN network is a collision, and the collision signal sent by the airbag controller 401 through the CAN network lasts for 1 cycle and the message passes the verification.
[0082] Condition 2: The vehicle controller 402 identifies the collision state based on the collision signal sent by the airbag controller 401 through pulse width modulation hard wire, and the collision signal sent by the airbag controller 401 through pulse width modulation hard wire is continuous for 3 cycles.
[0083] The battery management system 404 is configured to control a relay to disconnect the high-voltage circuit upon receiving a power-down command.
[0084] Moreover, during the process of re-energizing the vehicle after the high voltage is deactivated, the airbag controller 401 can only send a feedback to the vehicle controller 402 when it detects that no collision event has occurred. Only then can the vehicle controller 402 issue a command to allow the vehicle to re-energize (which can be sent to the battery management system 404).
[0085] The motor controller 405 is configured to control the motor to actively discharge upon receiving a collision signal.
[0086] In some optional embodiments, the method further includes: After receiving a collision signal, the motor controller 405 will first identify the control signal and then control the motor to actively discharge.
[0087] The motor controller 405's identification of collision signals can mean that the motor controller 405 verifies the collision signals and the verification passes. The motor controller 405's verification of collision signals passes when the following conditions are met: The motor controller 405 determines that the collision signal sent by the airbag controller 401 through the CAN network is valid, and that the state of the collision signal sent by the airbag controller 401 through the CAN network is a collision, and that the collision signal sent by the airbag controller 401 through the CAN network lasts for one cycle and the message passes the verification.
[0088] It is understandable that the step of controlling the motor to actively discharge after receiving a collision signal can be achieved through the discharge circuit inside the motor controller 405. Controlling the motor to actively discharge can mean disconnecting the connection between the motor and the power battery, or directly releasing the electrical energy generated by the motor being dragged by the wheel, instead of charging the power battery. This avoids the situation where, if the vehicle continues to move forward after a collision, the wheel drags the motor to generate electricity, and the electrical energy generated by the motor will backflow into the power battery, causing damage to the power battery (because at this time the high voltage circuit of the whole vehicle is disconnected, and the high voltage operation is completed).
[0089] In some alternative embodiments, the airbag controller 401 is configured to determine that a collision event has occurred when the waveform and number of reversals of the sensor level within a preset period meet a preset judgment condition.
[0090] In some optional embodiments, the new energy vehicle collision safety protection system provided in this application also has corresponding enabling conditions. The system will only start executing the collision detection function when the following conditions are met: The high-voltage power supply to the entire vehicle is now complete.
[0091] The airbag controller initialization was successful.
[0092] The airbag controller is communicating normally.
[0093] Figure 3 The sensor's voltage level waveforms are shown when no collision event occurs, as well as the voltage level waveforms corresponding to four different scenarios (with the collision events occurring at different times).
[0094] like Figure 3 As shown, when no collision occurs, T1 is low and T2 is high, with T2 being four times the period of T1. After a collision, the low and high levels reverse, meaning T1 is high and T2 is low, with T2 being four times the period of T1. By observing the reversal of the signal period and the waveform within the judgment period, the airbag controller 401 identifies whether a collision event has occurred. The airbag controller 401 determines that a collision event has been detected when it detects that the waveform and number of reversals of the sensor level within a preset period meet preset judgment conditions. This can be defined as the waveform within the preset period including T1 and T2, where T1 is high and T2 is low, the waveforms of T1 and T2 are reversed, and T2 is four times the period of T1.
[0095] Understandably, since a vehicle may experience more than one collision during an accident, to avoid the second inversion of the sensor waveform during a secondary collision interfering with the airbag controller 401's judgment of the waveform and incorrectly identifying that the vehicle has not collided, in some optional embodiments, if a second collision occurs just as the high or low level in the waveform of the first collision cycle has just ended (e.g., in scenarios 1 and 3), the existing output waveform remains unchanged. If a second collision occurs before the high or low level in the waveform of the first collision cycle has ended (e.g., in scenarios 2 and 4), the level waveform needs to be inverted again when the second collision occurs, but the subsequent waveform is still output according to "T1 is high level, T2 is low level, and T2 is 4 times the T1 cycle", so that the airbag controller 401 can accurately identify that the vehicle has experienced a collision event.
[0096] The airbag controller 401 is also configured to forward the collision signal to the battery management system 404 via the CAN network through the area controller 403 when a collision event is detected.
[0097] The battery management system 404 is also configured to control a relay to cut off the high-voltage circuit upon receiving a collision signal.
[0098] In some alternative embodiments, the vehicle controller 402 is also configured to send a discharge command to the motor controller 405 (as shown in S6 in the figure) after confirming that the relay has completed disconnecting the high-voltage circuit.
[0099] The motor controller 405 is also configured to control the motor to actively discharge upon receiving a discharge command.
[0100] In some optional embodiments, if the vehicle controller 402 determines that the battery management system 404 attempts to control the relay to cut off the high-voltage circuit, but the relay does not respond after a preset time, it will also send a discharge command to the motor controller 405, so that the motor controller 405 can control the motor to actively discharge after receiving the discharge command.
[0101] In some alternative embodiments, the airbag controller 401 is also configured to send a collision signal to the battery management system 404 via pulse width modulation hardwire when a collision event is detected (as shown in S7 in the figure).
[0102] The battery management system 404 is also configured to control a relay to cut off the high-voltage circuit upon receiving a collision signal.
[0103] It is understandable that, similar to the vehicle controller 402, the battery management system 404 can also receive collision signals transmitted via the CAN network and collision signals transmitted via pulse width modulation hardwired transmission, thereby achieving dual-path redundant transmission of collision signals. Therefore, in some optional embodiments, the method further includes: Upon receiving a collision signal, the battery management system 404 will first identify the collision signal and then control the relay to cut off the high-voltage circuit.
[0104] The battery management system 404's recognition of collision signals can mean that the battery management system 404 verifies the collision signals and the verification passes. The battery management system 404's verification of collision signals passes when any of the following conditions are met: Condition 1: The battery management system 404 determines that the collision signal sent by the airbag controller 401 through the CAN network is valid, and the state of the collision signal sent by the airbag controller 401 through the CAN network is collision, the collision signal sent by the airbag controller 401 through the CAN network lasts for 1 cycle and the message passes the verification.
[0105] Condition 2: The battery management system 404 identifies the collision state based on the collision signal sent by the airbag controller 401 through pulse width modulation hard wire, and the collision signal sent by the airbag controller 401 through pulse width modulation hard wire is continuous for 3 cycles.
[0106] The new energy vehicle collision safety protection system provided in this application, when the airbag controller 401 detects a collision event, simultaneously sends the collision signal to the vehicle controller 402 via both the CAN network and pulse width modulation hardwired transmission. The CAN network transmits signals to network nodes through periodic messages, while the hardwired transmission transmits signals to each controller through a low-voltage harness, thus achieving dual-path redundant reporting of the collision signal. Simultaneously, the collision signal is forwarded to the motor controller 405 via the CAN network through the area controller 403, enabling the motor controller 405 to independently detect the collision event and take countermeasures. After recognizing the collision signal, the vehicle controller 402 sends a power-down command to the battery management system 404. The power-down command causes the battery management system 404 to control a relay to cut off the high-voltage circuit, thereby preventing high-voltage leakage. Upon receiving the collision signal, the motor controller 405 can also control the motor to actively discharge, thus preventing the motor from reverse-charging the power battery and causing backflow. Overall, this improves the safety of new energy vehicles after a collision.
[0107] In some optional embodiments, after receiving a power-down command or a collision signal, and verifying the collision signal and passing the verification, the battery management system 404 may, in addition to controlling the relay to cut off the high-voltage circuit, perform at least one of the following operations: disable insulation detection (if the battery management system 404 continues to detect the insulation resistance value in the system after cutting off the high-voltage circuit, an insulation false alarm fault will be generated), report the fault, illuminate the power battery fault indicator, and store the diagnostic fault code (the fault needs to be cleared to recover from the current collision diagnostic fault code).
[0108] In some optional embodiments, the new energy vehicle collision safety protection system provided in this application also has corresponding exit conditions. When the following conditions are met, the system ends the collision detection function process: the high voltage power-off is completed (the relay cuts off the high voltage circuit), and the airbag controller 401 goes into sleep mode.
[0109] This application also provides a vehicle, including the aforementioned new energy vehicle collision safety protection system.
[0110] In this application, it should be understood that the terms “first”, “second”, etc., are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated.
[0111] Other embodiments of this application will readily occur to those skilled in the art upon consideration of the specification and practice of the invention disclosed herein. This application is intended to cover any variations, uses, or adaptations of this application that follow the general principles of this application and include common knowledge or customary techniques in the art not disclosed herein. The specification and examples are to be considered exemplary only.
[0112] It should be understood that this application is not limited to the precise structure described above and shown in the accompanying drawings, and various modifications and changes can be made without departing from its scope. The scope of this application is limited only by the appended claims.
[0113] The above is merely for the purpose of enabling those skilled in the art to understand the technical solution of this application, and is not intended to limit this application. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application shall be included within the protection scope of this application.
Claims
1. A collision safety protection method for new energy vehicles, characterized in that, The method includes: When the airbag controller detects a collision event, it simultaneously sends the collision signal to the vehicle controller via both the CAN network and the pulse width modulation hardwired method, and forwards the collision signal to the motor controller via the area controller through the CAN network. After recognizing the collision signal, the vehicle controller sends a power-down command to the battery management system. Upon receiving the power-down command, the battery management system controls the relay to cut off the high-voltage circuit; Upon receiving the collision signal, the motor controller controls the motor to actively discharge.
2. The new energy vehicle collision safety protection method according to claim 1, characterized in that, The airbag controller determines that a collision event has occurred when it detects that the waveform and number of reversals of the sensor level within a preset period meet preset judgment conditions.
3. The new energy vehicle collision safety protection method according to claim 1, characterized in that, The method further includes: When the airbag controller detects a collision event, it forwards the collision signal to the battery management system via the CAN network through the area controller. Upon receiving the collision signal, the battery management system controls a relay to cut off the high-voltage circuit.
4. The new energy vehicle collision safety protection method according to claim 1, characterized in that, The method further includes: After confirming that the relay has successfully cut off the high-voltage circuit, the vehicle controller sends a discharge command to the motor controller. Upon receiving the discharge command, the motor controller controls the motor to actively discharge.
5. The new energy vehicle collision safety protection method according to claim 1, characterized in that, The method further includes: When the airbag controller detects a collision event, it sends a collision signal to the battery management system via pulse width modulation hardwire. Upon receiving the collision signal, the battery management system controls a relay to cut off the high-voltage circuit.
6. A collision safety protection system for new energy vehicles, characterized in that, The system includes an airbag controller, a vehicle controller, a zone controller, a battery management system, and a motor controller, wherein: The airbag controller is configured to send a collision signal to the vehicle controller via both the CAN network and pulse width modulation hardwire when a collision event is detected, and simultaneously forward the collision signal to the motor controller via the CAN network through the area controller. The vehicle controller is configured to send a power-down command to the battery management system after recognizing the collision signal. The battery management system is configured to control a relay to cut off the high-voltage circuit upon receiving the power-down command; The motor controller is configured to control the motor to actively discharge after receiving the collision signal.
7. The new energy vehicle collision safety protection system according to claim 6, characterized in that, The airbag controller is configured to determine that a collision event has occurred when the waveform and number of reversals of the sensor level within a preset period meet a preset judgment condition. The airbag controller is also configured to forward the collision signal to the battery management system via the area controller through the CAN network when a collision event is detected. The battery management system is also configured to control a relay to cut off the high-voltage circuit upon receiving the collision signal.
8. The new energy vehicle collision safety protection system according to claim 6, characterized in that, The vehicle controller is also configured to send a discharge command to the motor controller after confirming that the relay has completed cutting off the high-voltage circuit; The motor controller is also configured to control the motor to actively discharge after receiving the discharge command.
9. The new energy vehicle collision safety protection system according to claim 6, characterized in that, The airbag controller is also configured to send a collision signal to the battery management system via pulse width modulation hardwire when a collision event is detected. The battery management system is also configured to control a relay to cut off the high-voltage circuit upon receiving the collision signal.
10. A vehicle, characterized in that, Including the new energy vehicle collision safety protection system as described in any one of claims 6-9.