Loader, power battery system power distribution architecture and control method thereof

Abstract

A loader, a power battery system power distribution architecture, and a control method thereof are provided. The power battery system power distribution architecture includes: a low-voltage power distribution unit, including a main control unit; a power battery module having multiple battery pack branches, each battery pack branch having a built-in slave control unit, the slave control unit being communicatively connected to the main control unit and configured to collect sensing data of the individual battery cells within its battery pack and send it to the main control unit; and a high-voltage power distribution unit having multiple internal battery branches and a power distribution component, the power distribution component including at least one relay; wherein the multiple internal battery branches are electrically connected to multiple battery pack branches respectively, and each internal battery branch is equipped with a current and voltage sensor, the current and voltage sensor being communicatively connected to the main control unit and configured to collect current and voltage data of its internal battery branch and send it to the main control unit. This disclosure improves integration while enhancing reliability and fault tolerance.

Description

Technical Field

[0001] This disclosure relates to the field of new energy technology for construction machinery, and in particular to a loader, a power battery system power distribution architecture and its control method. Background Technology

[0002] Currently, new energy construction machinery has become an important development direction for the transformation and upgrading of the equipment manufacturing industry. As a core general-purpose equipment widely used in typical scenarios such as mining, infrastructure construction, port logistics, and farmland irrigation, loaders are undergoing rapid electrification, with their electrification penetration rate continuously increasing.

[0003] Compared to new energy passenger and commercial vehicles, electric loaders exhibit significant "three highs and two evils" characteristics in actual operating conditions: high load, high cycle, high impact, harsh operating environment, and poor grid adaptability. As the key energy source for electric loaders, the rational design of the high-voltage architecture of the power battery system directly determines the machine's operating efficiency, operational safety and reliability, and overall life-cycle economics. However, current electric loaders still face numerous technical bottlenecks in areas such as power battery system integration, high-voltage architecture matching, and operating condition adaptability. The lack of redesign for the multi-circuit, strong interference, and continuous operation requirements of loaders has become a key obstacle restricting their large-scale electrification and application. Summary of the Invention

[0004] In view of this, the present disclosure provides a loader, a power battery system power distribution architecture and a control method thereof, which can improve reliability and fault tolerance while increasing integration.

[0005] In one aspect of this disclosure, a power battery system power distribution architecture is provided for electric construction machinery vehicles, comprising: Low-voltage power distribution unit, including main control unit; The power battery module has multiple battery pack branches, each with a built-in slave control unit. The slave control unit is communicatively connected to the master control unit and configured to collect sensor data from individual battery cells within its battery pack and send it to the master control unit. A high-voltage power distribution unit has multiple internal battery branches and a power distribution component electrically connected to the multiple internal battery branches. The power distribution component includes at least one relay, which is communicatively connected to the main control unit and configured to perform closing or opening operations according to instructions provided by the main control unit. The multiple internal battery branches are electrically connected to the multiple battery pack branches, and each internal battery branch is equipped with a current and voltage sensor. The current and voltage sensor is communicatively connected to the main control unit and is configured to collect the current and voltage data of its internal battery branch and send it to the main control unit.

[0006] In some embodiments, each internal battery branch is also provided with an independent manual maintenance switch.

[0007] In some embodiments, the low-voltage power distribution unit and the high-voltage power distribution unit are arranged in separate housings, and the low-voltage power distribution unit and the high-voltage power distribution unit only interact with each other through an isolated communication interface.

[0008] In some embodiments, the low-voltage power distribution unit further includes: an on-board remote communication terminal and a gateway; the on-board remote communication terminal is signal-connected to the main control unit and configured to aggregate battery system operation data obtained by the main control unit and upload the battery system operation data to a cloud platform; the gateway is signal-connected to the main control unit and configured to synchronously load the program of the main control unit into the overall control unit of the electric construction machinery vehicle and the control unit of the charging equipment of the electric construction machinery vehicle.

[0009] In some embodiments, the power distribution assembly includes: a main positive relay, a main negative relay, a pre-charge relay, a pre-charge resistor, and a power output branch. The power output branch has a main positive terminal and a main negative terminal for connecting the power mechanism of the electric construction machinery vehicle. The main positive relay is electrically connected to the plurality of internal battery branches and the power output branch respectively, and is located between the main positive terminal and the plurality of internal battery branches. The main negative relay is electrically connected to the plurality of internal battery branches and the power output branch respectively, and is located between the main negative terminal and the plurality of internal battery branches. The pre-charge relay and the pre-charge resistor are connected in series and then connected in parallel with the main positive relay.

[0010] In some embodiments, the power distribution assembly includes a plurality of power output branches connected in parallel.

[0011] In some embodiments, the power distribution assembly further includes a fast-charging positive relay, a fast-charging negative relay, and a charging branch. The charging branch is electrically connected to the main positive relay and the main negative relay, and has a fast-charging positive terminal and a fast-charging negative terminal for connecting a charging device for the electric construction machinery vehicle. The fast-charging positive relay is disposed in the charging branch and located between the fast-charging positive terminal and the main positive relay. The fast-charging negative relay is disposed in the charging branch and located between the fast-charging negative terminal and the main negative relay.

[0012] In some embodiments, the power distribution assembly includes a plurality of the charging branches connected in parallel.

[0013] In some embodiments, the power distribution assembly further includes a first auxiliary load branch and / or a second auxiliary load branch. The first auxiliary load branch is provided with an independent relay and a first fuse, and is electrically connected to the plurality of internal battery branches and the main negative relay, respectively. The second auxiliary load branch is electrically connected to the main positive relay and the main negative relay, respectively, and is provided with a second fuse.

[0014] In some embodiments, the first auxiliary load branch is configured to connect to the thermal management device of the electric construction machinery vehicle, and the second auxiliary load branch is configured to connect to the conventional on-board load of the electric construction machinery vehicle.

[0015] In one aspect of this disclosure, a loader is provided, including the aforementioned power battery system power distribution architecture.

[0016] In one aspect of this disclosure, a control method for the aforementioned power battery system power distribution architecture is provided, comprising: High-voltage power-on control steps: According to the received high-voltage power-on command, the main negative relay and the pre-charge relay are controlled to close sequentially to start the high-voltage pre-charge process; Based on the current and voltage data received from the current and voltage sensors, it is determined whether the bus voltage is not lower than a preset percentage of the system rated voltage. If it is determined that the bus voltage is not lower than a preset percentage of the system rated voltage, the main positive relay is controlled to close and the pre-charge relay is controlled to open to complete the high-voltage power-on operation. High-voltage power-off control steps: Upon receiving the high-voltage power-down command, the main positive relay and the main negative relay are controlled to disconnect sequentially to complete the high-voltage power-down operation.

[0017] In one aspect of this disclosure, a control method for the aforementioned power battery system power distribution architecture is provided, comprising: High-voltage DC charging power-on control steps: After confirming that the charging equipment is properly connected, the main negative relay, the fast charging negative relay, and the pre-charge relay are controlled to close sequentially to start the high-voltage pre-charge process; Based on the current and voltage data received from the current and voltage sensors, it is determined whether the bus voltage is not lower than a preset percentage of the system rated voltage. If it is determined that the bus voltage is not lower than a preset percentage of the system rated voltage, the main positive relay is controlled to close, and the pre-charge relay is controlled to open. After the main positive relay is closed, the fast charging positive relay is controlled to close, so that the charging circuit is turned on and DC fast charging is performed; High-voltage DC charging power-off control steps: Based on the received power-down command, a current reduction command is issued to reduce the charging current to 0A; The fast charging positive relay and the fast charging negative relay are sequentially disconnected. If the entire vehicle needs to be powered off, the main positive relay and the main negative relay are disconnected in sequence to complete the high-voltage DC charging power-off operation.

[0018] According to embodiments of this disclosure, current and voltage sensors are installed on each internal battery branch. The main control unit can directly use the positive-to-ground and negative-to-ground voltage data collected by the current and voltage sensors to calculate and determine the insulation resistance, eliminating the need for a separate insulation detection module outside the high-voltage distribution unit. This design replaces the dedicated insulation detection hardware in traditional solutions, eliminating the independent insulation detection box structure, thereby simplifying the hardware configuration of the high-voltage architecture, reducing the number of components, and further improving the overall vehicle integration. Furthermore, the adoption of a high- and low-voltage separation architecture ensures that the main control unit is not affected by electromagnetic interference from the high-voltage circuit, thus ensuring the accuracy and reliability of the insulation resistance detection data and eliminating the safety hazard of high-voltage leakage threats to the low-voltage distribution unit.

[0019] When an anomaly occurs in a branch circuit, the main control unit can accurately determine the fault type and location based on the detection results of the current and voltage sensors for that branch circuit and the cell data reported by the corresponding slave control unit, achieving independent fault isolation for that single branch circuit. Since other normal branches remain unaffected, the vehicle's high-voltage system can continue to supply power to the load, thereby significantly improving the system's functional fault tolerance and ensuring that a single branch circuit fault will not cause a complete power outage and shutdown, thus guaranteeing the continuous operation capability of the construction machinery vehicle. Attached Figure Description

[0020] The accompanying drawings, which form part of this specification, illustrate embodiments of this disclosure and, together with the specification, serve to explain the principles of this disclosure.

[0021] This disclosure will become clearer with reference to the accompanying drawings and the following detailed description, wherein: Figure 1 These are schematic diagrams of some embodiments of the power distribution architecture of the power battery system according to this disclosure; Figure 2 This is a schematic diagram of the internal structure and connection of the low-voltage power distribution unit in some embodiments of the power battery system power distribution architecture disclosed herein; Figure 3 This is a schematic diagram of the internal structure and connection of the high-voltage power distribution unit according to some embodiments of the power battery system power distribution architecture disclosed herein; Figure 4 This is a flowchart illustrating some embodiments of the control method for the power distribution architecture of the power battery system according to the present disclosure; Figure 5 This is a flowchart illustrating some embodiments of the control method for the power distribution architecture of the power battery system according to the present disclosure.

[0022] It should be understood that the dimensions of the various parts shown in the accompanying drawings are not drawn to actual scale. Furthermore, the same or similar reference numerals denote the same or similar components. Detailed Implementation

[0023] Various exemplary embodiments of the present disclosure will now be described in detail with reference to the accompanying drawings. The descriptions of the exemplary embodiments are merely illustrative and are in no way intended to limit the present disclosure or its application or use. The present disclosure may be implemented in many different forms and is not limited to the embodiments described herein. These embodiments are provided so that the present disclosure will be thorough and complete, and will fully express the scope of the disclosure to those skilled in the art. It should be noted that, unless specifically stated otherwise, the relative arrangement of components and steps, the composition of materials, numerical expressions, and values ​​set forth in these embodiments should be interpreted as exemplary only and not as limiting.

[0024] When using terms like "includes" or "contains," to describe an element as "including" or "containing" one or more elements, it should be understood that the elements listed after the word are components of the element preceding the word, but this does not preclude the possibility that the element preceding the word may also contain other elements. Furthermore, this statement specifically covers situations where the element preceding the word is entirely composed of or specifically realized by all the elements listed after the word.

[0025] The terms "first," "second," and similar terms used in this disclosure do not indicate any order, quantity, or importance, but are merely used to distinguish different parts. Terms such as "upper," "lower," "left," and "right" are used only to indicate relative positional relationships, and these relative positional relationships may change accordingly when the absolute position of the described object changes.

[0026] In this disclosure, when a specific device is described as being located between a first device and a second device, an intermediary device may or may not be present between the specific device and the first or second device. When a specific device is described as being connected to other devices, the specific device may be directly connected to the other devices without an intermediary device, or it may be not directly connected to the other devices but have an intermediary device.

[0027] All terms used in this disclosure (including technical or scientific terms) have the same meaning as understood by one of ordinary skill in the art to which this disclosure pertains, unless otherwise specifically defined. It should also be understood that terms defined in a general dictionary, such as a dictionary, should be interpreted as having a meaning consistent with their meaning in the context of the relevant art, and not as having an idealized or highly formalized meaning, unless expressly defined herein.

[0028] Techniques, methods, and equipment known to those skilled in the art may not be discussed in detail, but where appropriate, such techniques, methods, and equipment should be considered part of the specification.

[0029] In the current design of power battery systems for electric construction machinery vehicles (such as loaders), the high-voltage power distribution architecture generally has several inherent defects, which can be mainly reflected in the following six aspects: (1) Low circuit integration: Most solutions only integrate one main power circuit, one charging circuit, and one to two auxiliary load circuits, which cannot meet the power supply requirements of multiple auxiliary loads such as PTC heating, warm air, and DC / DC of the loader. Additional external power distribution modules are required, which increases the wiring complexity and system failure points. (2) No physical isolation design: The main power, charging and auxiliary load circuits share the same bus area, the high voltage harnesses are arranged in an interlaced manner, and the electromagnetic interference between the circuits is serious, which leads to a decrease in the accuracy of current and voltage acquisition, and even triggers the system's false protection, making it unsuitable for the harsh working environment of the loader. (3) Lack of maintenance design: Only the whole machine level manual maintenance switch (MSD) is set, and there is no branch level MSD. When a branch is maintained, the entire high-voltage system must be cut off, which seriously affects the continuous operation capability of the loader and cannot meet the uninterrupted operation requirements of the construction site. (4) Hardware redundancy and low integration: Configuring an independent insulation detection module increases hardware cost and space occupation. The high and low voltage circuits are not completely isolated, which not only has electromagnetic interference problems, but also poses a safety hazard to the low voltage control module due to high voltage leakage. (5) Insufficient branch control capability: There are problems such as circulating current and voltage difference between multiple branches, poor battery consistency, and no single branch fault isolation function. A single branch fault will affect the entire high voltage system, resulting in low fault tolerance of the vehicle function. (6) Insufficient safety redundancy for fast charging: The safety control logic of the charging and discharging circuits is disconnected, there is no dedicated safety backup design for fast charging scenarios, and it cannot meet the high-voltage safety requirements of fast charging of loaders, which poses a safety risk.

[0030] In view of this, the present disclosure provides a loader, a power battery system power distribution architecture and a control method thereof, which can improve reliability and fault tolerance while increasing integration.

[0031] Figure 1 This is a structural schematic diagram of some embodiments of the power distribution architecture of the power battery system according to the present disclosure. Figure 2 This is a schematic diagram of the internal structure and connection of the low-voltage power distribution unit in some embodiments of the power distribution architecture of the power battery system according to this disclosure. Figure 3 This is a schematic diagram of the internal structure and connection of the high-voltage power distribution unit in some embodiments of the power distribution architecture of the power battery system disclosed herein.

[0032] refer to Figures 1-3 This disclosure provides a power distribution architecture for a power battery system in electric construction machinery vehicles. For example... Figure 1 As shown, the power battery system power distribution architecture includes: a low-voltage power distribution unit 10, a power battery module 20, and a high-voltage power distribution unit 30. The low-voltage power distribution unit 10 includes a main control unit 11 (i.e., a secondary battery management unit, abbreviated as SBMU).

[0033] The power battery module 20 has multiple battery pack branches 22a, 22b ( Figure 3 The example shown uses two battery pack branches, but the actual number is not limited to this. Each battery pack branch 22a and 22b is equipped with a slave control unit 21 (i.e., cell supervision circuit, abbreviated as CSC). The slave control unit 21 is used to collect sensor data such as voltage and temperature of the battery cells in the battery pack and send these data to the master control unit 11.

[0034] The high-voltage distribution unit 30 (i.e., the battery distribution unit, or BDU for short) has multiple internal battery branches 31a, 31b ( Figure 3 The example shown uses two internal battery branches (but the actual number is not limited to this). These internal battery branches 31a and 31b are electrically connected to the corresponding battery pack branches 22a and 22b of the power battery module 20. The high-voltage power distribution unit 30 also includes a power distribution component, which includes at least one relay. Each relay is communicatively connected to the main control unit 11 and is configured to perform closing or opening operations according to the instructions provided by the main control unit 11.

[0035] The multiple internal battery branches 31a and 31b are electrically connected to the multiple battery pack branches 22a and 22b, respectively. Each internal battery branch 31a and 31b is equipped with a current voltage sensor (CVS) 32a and 32b. The current voltage sensors 32a and 32b are communicatively connected to the main control unit 11 and are configured to collect the current and voltage data of their respective internal battery branches 31a and 31b and send them to the main control unit 11.

[0036] The low-voltage power distribution unit 10 can be packaged in an independent low-voltage housing. The main control unit 11 inside can be a microcontroller (MCU) or an embedded industrial computer with computing capabilities. It can serve as the main control unit of the entire high-voltage system, realize the indirect detection and judgment of insulation resistance based on the voltage signals collected by CVS in each internal battery branch 31a and 31b, formulate a global control strategy, and realize battery pack SOX calculation, single branch fault isolation and precise control by combining the cell voltage and temperature data fed back by the slave control unit 21. At the same time, it can lead the closed-loop control of the entire process of high-voltage power-on and power-off and DC charging power-on and power-off.

[0037] The power battery module 20 includes multiple battery packs connected in series or parallel. Each battery pack can have an independent slave control unit 21 built in. The slave control unit 21 can collect the voltage and module temperature data of the individual cells in its battery pack in real time and feed the collected raw data back to the master control unit 11 in real time. The master control unit 11 can then analyze and calculate the data to obtain the SOX (SOC / SOH / SOP) information of the battery pack, thereby providing accurate data support for battery status management, branch fault isolation and control.

[0038] When an internal battery branch experiences over-temperature, over-voltage, or insulation faults, the main control unit 21 can disconnect that internal battery branch to isolate the battery body.

[0039] The high-voltage power distribution unit 30 can adopt an independent housing structure, integrating multiple internal battery branches 31a and 31b and power distribution components within the same housing. The number of internal battery branches 31a and 31b corresponds one-to-one with the number of battery pack branches 22a and 22b. For example... Figure 1 As shown, internal battery branch 31a is connected to battery pack branch 22a, and internal battery branch 31b is connected to battery pack branch 22b. Each internal battery branch 31a and 31b is equipped with current and voltage sensors 32a and 32b.

[0040] During the operation of the power distribution architecture, the master control unit 11 and each slave control unit 21 can maintain real-time communication. For example, each slave control unit 21 collects the voltage and temperature data of each cell in its battery pack at a preset period (e.g., 10ms) and sends the data to the master control unit 11. At the same time, the current and voltage sensors 32a and 32b on each internal battery branch 31a and 31b also collect the current and voltage values ​​of their respective branches at a preset period (e.g., 10ms) and send this data to the master control unit 11.

[0041] After receiving voltage data from each branch of current and voltage sensors 32a and 32b, the main control unit 11 internally executes insulation resistance calculation logic to calculate the insulation resistance value corresponding to each branch. If the insulation resistance value is determined to be lower than a preset safety threshold, the main control unit 11 can determine that there is an insulation fault in that branch.

[0042] Meanwhile, the main control unit 11 also monitors the operating status of each branch in real time based on the current data of each branch. When an abnormal change occurs in the current of a certain internal battery branch (e.g., 31a) (such as a sudden increase or decrease in current), the main control unit 11 combines the voltage data of that branch with the cell data reported by the slave control unit 21 of the corresponding battery pack branch 22a to comprehensively determine whether a fault has occurred in that branch. If it is determined to be an internal fault in the branch, the main control unit 11 sends a disconnect command to the switching element in the corresponding branch to isolate the faulty branch and ensure that the remaining normal branches continue to work.

[0043] In this embodiment, since each internal battery branch 31a and 31b is equipped with current and voltage sensors 32a and 32b, and these sensors 32a and 32b have voltage signal detection functions, the main control unit 11 can directly use the positive-to-ground voltage and negative-to-ground voltage data of each branch collected by the current and voltage sensors 32a and 32b to calculate and determine the insulation resistance, without the need to set up a separate insulation detection module outside the high-voltage power distribution unit 30. This design replaces the dedicated insulation detection hardware in the traditional solution, eliminates the independent insulation detection box structure, thereby simplifying the hardware configuration of the high-voltage architecture, reducing the number of components, and further improving the overall vehicle integration.

[0044] By physically separating the low-voltage distribution unit 10 from the high-voltage distribution unit 30, the main control unit 11, when receiving voltage signals from current and voltage sensors 32a and 32b for insulation resistance detection, has no direct electrical coupling between its low-voltage signal circuit and the high-voltage circuit. This high-low voltage separation architecture ensures that the main control unit 11 is not affected by electromagnetic interference from the high-voltage circuit, thereby ensuring the accuracy and reliability of the insulation resistance detection data and eliminating the safety hazard of high-voltage leakage threats to the low-voltage distribution unit 10.

[0045] Since each battery pack branch 22a and 22b corresponds to an independent internal battery branch 31a and 31b, and each internal battery branch 31a and 31b is equipped with an independent current and voltage sensor 32a and 32b that communicates with the main control unit 11, the main control unit 11 can acquire independent current and voltage data for each branch. When an abnormality occurs in a branch, the main control unit 11 can accurately determine the fault type and location based on the detection results of the current and voltage sensors 32a and 32b for that branch and the cell data reported by the corresponding slave control unit 21, thus achieving independent fault isolation for a single branch. Since other normal branches are unaffected, the vehicle's high-voltage system can continue to supply power to the load, thereby significantly improving the system's functional fault tolerance and ensuring that a single branch failure will not cause the entire machine to shut down, thus guaranteeing the continuous operation capability of the construction machinery vehicle.

[0046] In addition, based on the master-slave two-level architecture consisting of the aforementioned master control unit and slave control unit, and with the multi-packet independent current merging mechanism, the circulating current problem between multiple branches can be effectively suppressed. At the same time, the combination of the cell data collected in real time by the slave control unit and the balancing logic of the master control unit helps to eliminate voltage differences between branches and improve battery consistency and service life.

[0047] refer to Figure 3 In some embodiments, each internal battery branch 31a, 31b is also equipped with an independent manual service disconnect (MSD) 33a, 33b. For example... Figure 3 As shown, the manual maintenance switches 33a and 33b are connected in series in the circuits of the internal battery branches 31a and 31b, which can manually disconnect the high-voltage power supply of the main power circuit during maintenance and repair to achieve physical isolation.

[0048] When maintenance and repair of the battery pack branch are required, simply disconnect the manual maintenance switch in the corresponding internal battery branch, and the manual maintenance switch of the other internal battery branch can be powered normally. This solves the defect of traditional single MSD machines requiring the entire machine to be powered off for maintenance, and meets the needs of uninterrupted operation of electric engineering machinery.

[0049] refer to Figures 1-3 In some embodiments, the low-voltage distribution unit 10 and the high-voltage distribution unit 30 are arranged in separate housings, and the low-voltage distribution unit 10 and the high-voltage distribution unit 30 only interact with each other through isolated communication interfaces 14 and 34.

[0050] like Figure 1 As shown, the power battery module 20 and the high-voltage power distribution unit 30 are connected by a solid line with a double-headed arrow, and the low-voltage power distribution unit 10 is connected by a dashed line with a double-headed arrow, indicating its communication connection with the power battery module 20 and the high-voltage power distribution unit 30.

[0051] The low-voltage distribution unit 10 is housed in a separate low-voltage enclosure, and the high-voltage distribution unit 30 is housed in a separate high-voltage enclosure. The two enclosures can be arranged at a certain distance within the engineering vehicle or in different areas. The isolation communication interface 14 on the low-voltage distribution unit 10 and the isolation communication interface 34 on the high-voltage distribution unit 30 can be optical coupling isolators, magnetic coupling isolators, or capacitive coupling isolators.

[0052] The low-voltage distribution unit 10 uses an isolated communication interface (e.g., isolated CAN) as the sole interaction channel with the high-voltage distribution unit 30. The low-voltage distribution unit 10 can transmit CVS sampling signals and relay contact status signals from the isolated communication interface 34 of the high-voltage distribution unit 30 via the isolated communication interface 14, thus achieving fully isolated communication and preventing high voltage from entering the low-voltage circuit. This fundamentally ensures the measurement accuracy and long-term stability of insulation resistance detection data; furthermore, even if a high-voltage leakage or insulation breakdown fault occurs inside the high-voltage distribution unit 30, since there is no direct electrical connection between the high and low voltages, high voltage cannot be conducted to the low-voltage distribution unit 10 through the wiring harness, eliminating the safety hazard of high-voltage leakage to the low-voltage control module and effectively protecting low-voltage devices such as the main control unit 11.

[0053] refer to Figure 2 In some embodiments, the low-voltage power distribution unit 10 further includes an onboard remote communication terminal 12 (i.e., a T-BOX, Telematics BOX) and a gateway 13. The onboard remote communication terminal 12 is signal-connected to the main control unit 11 and is configured to aggregate the battery system operation data obtained by the main control unit 11 and upload the battery system operation data to the cloud platform 41; the gateway 13 is signal-connected to the main control unit 11 and is configured to synchronously load the program of the main control unit 11 into the control unit 42 of the electric construction machinery vehicle and the control unit of the charging equipment 43 of the electric construction machinery vehicle.

[0054] The vehicle-mounted remote communication terminal 12, acting as a data transmission terminal, can collect battery system operating data (including current, voltage, temperature, SOX, fault information, etc.) collected by the main control unit 11 in real time, and upload the data to the cloud platform 41 via wireless communication. This completes the storage and unified management of all data, providing a data foundation for subsequent in-depth data value mining. The cloud platform 41 has over-the-air (OTA) update capabilities, enabling centralized remote upgrades of the main control unit 11, gateway 13, and vehicle-mounted remote communication terminal 12, dynamically improving the operating efficiency and scenario adaptability of the entire battery control system.

[0055] Gateway 13 undertakes the task of distributing the SBMU program across devices, synchronously loading the SBMU program to the control units of the whole machine control unit 42 and the charging device 43, realizing the standardization and platform deployment of the SBMU program, and significantly reducing the system design and development cycle and cost.

[0056] refer to Figure 3 In some embodiments, the power distribution components of the high-voltage power distribution unit 30 include: a main positive relay 321a, a main negative relay 321b, a precharge relay 322a, a precharge resistor 322b, and power output branches 3231, 3232, and 3233 (three are shown as an example in the figure, but the actual number is not limited to this). The power output branches 3231, 3232, and 3233 have main positive terminals 323a, 323b, and 323c and main negative terminals 323d, 323e, and 323f for connecting the power mechanism of the electric construction machinery vehicle. One end of the main positive relay 321a is electrically connected to the positive terminal of multiple internal battery branches 31a and 31b, and the other end is electrically connected to the main positive terminals 323a, 323b and 323c of each power output branch 3231, 3232 and 3233. That is, the main positive relay 321a is located between the main positive terminals 323a, 323b and 323c and multiple internal battery branches 31a and 31b.

[0057] One end of the main negative relay 321b is electrically connected to the negative terminal of multiple internal battery branches 31a and 31b, and the other end is electrically connected to the main negative terminals 323d, 323e and 323f of each power output branch 3231, 3232 and 3233. That is, the main negative relay 321b is located between the main negative terminals 323d, 323e and 323f and multiple internal battery branches 31a and 31b.

[0058] The pre-charge relay 322a and pre-charge resistor 322b are connected in series to form a pre-charge branch, which is connected in parallel with the main positive relay 321a. The function of the pre-charge relay 322a and pre-charge resistor 322b is to limit the inrush current of the bus capacitor when powered on, preventing current spikes from damaging the relay, CVS, and high-voltage bus components. The pre-charge process is comprehensively judged by the main control unit 11 based on the bus voltage, pre-charge current, and system insulation status, improving the reliability of pre-charge control and avoiding device damage caused by blind pre-charging.

[0059] refer to Figure 3In some embodiments, the power distribution assembly includes multiple power output branches 3231, 3232, and 3233 connected in parallel. These power output branches 3231, 3232, and 3233 are independently led out from the output terminals of the main positive relay 321a and the main negative relay 321b, forming multiple parallel power supply interfaces for connecting different power loads, such as the first power output branch 3231 connecting to the loader's travel motor, the second power output branch 3232 connecting to the superstructure's operating motor, etc.

[0060] Since the power output branches 3231, 3232, and 3233 are connected in parallel, the power supply between the branches does not affect each other. In some embodiments, each power output branch 3231, 3232, and 3233 can also be equipped with a relay as needed to achieve independent power-on and power-off control of each power load. Through the parallel connection of multiple power output branches 3231, 3232, and 3233, in conjunction with the main positive relay 321a and main negative relay 321b in the basic scheme, the high-voltage power distribution unit 30 can simultaneously provide high-voltage power to multiple power mechanisms of the vehicle, meeting the needs of multiple actuators of construction machinery vehicles to work simultaneously. At the same time, each branch can independently allocate power according to actual working conditions, optimizing the overall energy consumption management.

[0061] refer to Figure 3 In some embodiments, the power distribution assembly further includes fast charging positive relays 325a and 325b, fast charging negative relays 325c and 325d, and charging branches 3241 and 3242 (two are shown as an example in the figure, but the actual number is not limited to this). Optionally, the power distribution assembly may include multiple charging branches 3241 and 3242 connected in parallel.

[0062] Charging branches 3241 and 3242 are electrically connected to the main positive relay 321a and the main negative relay 321b, respectively. The positive terminals of charging branches 3241 and 3242 are connected to the load side of the main positive relay 321a, and the negative terminals of charging branches 3241 and 3242 are connected to the load side of the main negative relay 321b. Each charging branch 3241 and 3242 has fast-charging positive terminals 324c and 324d and fast-charging negative terminals 324e and 324f for connecting to the charging equipment 43 of the electric construction machinery vehicle.

[0063] Fast charging positive relays 325a and 325b are installed on the positive lines of charging branches 3241 and 3242, located between the fast charging positive terminals 324c and 324d and the main positive relay 321a. Fast charging negative relays 325c and 325d are installed on the negative lines of charging branches 3241 and 3242, located between the fast charging negative terminals 324e and 324f and the main negative relay 321b.

[0064] like Figure 3 As shown, each charging circuit in the dual-circuit charging system is equipped with a pre-charge relay, a fast-charge positive / negative relay, a fuse, an MSD (Medium-Stop Discharge), and a CVS (Continuous Voltage Regulator). The two circuits can be controlled independently and can simultaneously connect to a DC fast-charging station for dual-gun fast charging. The charging current is independently adjustable and does not interfere with each other. The MSD can be used to disconnect power to the charging circuit during maintenance without affecting the normal operation of other circuits. The CVS collects the charging current and voltage of each circuit in real time, providing data support for dynamic charging current allocation, current limiting protection, and charging anomaly detection.

[0065] refer to Figure 3 In some embodiments, the power distribution assembly further includes first auxiliary load branches 3261, 3262 and / or second auxiliary load branches 3263, 3264. The first auxiliary load branches 3261, 3262 are equipped with independent relays 327a, 327b and first fuses 328a, 328b, and are electrically connected to the plurality of internal battery branches 31a, 31b and the main negative relay 321b, respectively. The second auxiliary load branches 3263, 3264 are electrically connected to the main positive relay 321a and the main negative relay 321b, respectively. The second auxiliary load branches are equipped with second fuses 328c, 328d.

[0066] like Figure 3 As shown, the first auxiliary load branches 3261 and 3262 are configured to connect to the thermal management equipment of the electric construction machinery vehicle, such as a water-based PTC heater (WPTC), a thermal management system (TMS), and a heater (HTR). The first auxiliary load branches 3261 and 3262 are equipped with independent relays 327a and 327b and first fuses 328a and 328b. Specifically, in the first auxiliary load branch 3261, the first fuse 328a and the WPTC / TMS relay are connected in series and then connected to the parallel interface of the external WPTC and TMS to supply power to the heating and thermal management system; in the first auxiliary load branch 3262, the first fuse 328b and the heater relay are connected in series and then connected to the external heater interface to supply power to the heater system.

[0067] The second auxiliary load branches 3263 and 3264 are configured to connect to conventional on-board loads of the electric construction machinery vehicle, such as DC / DC converters and air conditioning (A / C). The second auxiliary load branches 3263 and 3264 are equipped with second fuses 328c and 328d, respectively. Specifically, the second fuse 328c in the second auxiliary load branch 3263 is connected to an external DC / DC interface, and the second fuse 328d in the second auxiliary load branch 3264 is connected to an external A / C interface.

[0068] exist Figure 3 In this system, the first and second auxiliary load branches provide independent power to auxiliary components such as the PTC heater (WPTC), thermal management system (TMS), heating air system (HTR), DC / DC converter, and air conditioner. Each branch is equipped with a load relay, overload protection device, MSD, and CVS. The branches are physically isolated and can be independently switched on and off and repaired. The CVS monitors the operating current and voltage of each branch in real time, enabling accurate identification of abnormal conditions such as overload, short circuit, and undervoltage, thus preventing a single auxiliary load failure from affecting the entire high-voltage system.

[0069] Based on the aforementioned embodiments of the power battery system power distribution architecture, this disclosure also provides a loader that includes the power battery system power distribution architecture of any of the aforementioned embodiments.

[0070] Because loaders operate in harsh environments such as ports and mines, facing high levels of vibration and impact, dust, and long working hours, the reliability and continuous operation capability of the high-voltage system are extremely important. By adopting the aforementioned power battery system distribution architecture, the main control unit can quickly isolate the faulty branch of the battery pack when a fault occurs, while the remaining normal branches continue to supply power. This ensures the loader's ability to limp home or complete the current work cycle even in a faulty state, avoiding sudden shutdowns caused by high-voltage faults and significantly improving the loader's operating efficiency and reliability.

[0071] refer to Figure 2 and Figure 3 This disclosure provides a control method for the aforementioned power battery system power distribution architecture embodiment. The control method includes: High-voltage power-on control steps: According to the received high-voltage power-on command, the main negative relay 321b and the pre-charge relay 322a are controlled to close sequentially to start the high-voltage pre-charge process; Based on the current and voltage data received from the current and voltage sensors 32a and 32b, it is determined whether the bus voltage is not lower than a preset ratio of the system rated voltage. If it is determined that the bus voltage is not lower than the preset ratio of the system rated voltage, the main positive relay 321a is closed and the pre-charge relay 322a is opened to complete the high-voltage power-on operation. High-voltage power-off control steps: Upon receiving the high-voltage power-down command, the main positive relay 321a and the main negative relay 321b are controlled to disconnect sequentially to complete the high-voltage power-down operation.

[0072] Figure 4 This is a flowchart illustrating some embodiments of the control method for the power distribution architecture of the power battery system according to this disclosure. Based on the foregoing embodiments of the control method, Figure 4 The diagram illustrates the high-voltage power-on / off control process. The high-voltage power-on / off control aims for safety, shock-free operation, and multi-level interlocking. The SBMU serves as the main control unit, combining CVS branch voltage and current acquisition with relay auxiliary contact feedback to achieve a closed-loop control throughout the entire process.

[0073] High-voltage power-on control steps: ①System startup self-test: After the key is turned on, the SBMU and VCU (vehicle control unit) perform their own hardware and program self-tests respectively. If either unit is found to be faulty during the self-test, the process will jump to the fault handling procedure. If there is no fault in either self-test, the VCU will send a high-voltage power-on command. ② Pre-charge control process: After receiving the high-voltage power-on command sent by the VCU, the SBMU closes the main negative relay and the pre-charge relay in sequence to start the battery system pre-charge process; the CVS (voltage and current acquisition module) collects the bus voltage and current data in real time and feeds them back to the SBMU for status determination; ③ Pre-charge completion judgment: Based on the data collected by CVS, SBMU determines whether the bus voltage has reached 95% or above of the system rated voltage; if the threshold is not met, the pre-charge state is maintained until the condition is met; if the condition is met, the main positive relay is closed and the pre-charge relay is opened. ④ High-voltage power-on completed: After the main positive relay is closed, the entire high-voltage system architecture is powered on and enters the stable operation stage of high-voltage power supply.

[0074] High-voltage power-off control steps: ① Power-down trigger determination: During the power-on operation of the high-voltage system, the VCU continuously monitors the system status. When it receives a power-down command (such as powering down the whole machine key or issuing an operation command) or detects an emergency fault, it triggers the high-voltage power-down process. ② High-voltage disconnection execution: After the VCU issues the power-down command, the SBMU disconnects the main positive relay and the main negative relay in sequence, cutting off the energy transmission path of the high-voltage system; ③ High voltage power-off complete: After all high voltage relays are completely disconnected, the high voltage system architecture is powered off, and the system returns to low voltage standby state.

[0075] refer to Figure 2 and Figure 3 This disclosure provides a control method for the aforementioned power battery system power distribution architecture embodiment. The control method includes: High-voltage DC charging power-on control steps: After confirming that the charging equipment is properly connected, the main negative relay 321b, the fast charging negative relay 324b and the pre-charge relay 322a are closed in sequence to start the high-voltage pre-charge process. Based on the current and voltage data received from the current and voltage sensors 32a and 32b, it is determined whether the bus voltage is not lower than a preset percentage of the system rated voltage. If it is determined that the bus voltage is not lower than a preset percentage of the system rated voltage, the main positive relay 321a is closed and the precharge relay 322a is opened. After the main positive relay 321a is closed, the fast charging positive relay 324a is controlled to close, so that the charging circuit is turned on and DC fast charging is performed; High-voltage DC charging power-off control steps: Based on the received power-down command, a current reduction command is issued to reduce the charging current to 0A; The fast charging positive relay 324a and the fast charging negative relay 324b are sequentially disconnected. If the entire vehicle needs to be powered off, the main positive relay 321a and the main negative relay 321b are disconnected in sequence to complete the high-voltage DC charging power-off operation.

[0076] Through the above control method, the pre-charge branch formed by the pre-charge relay 322a and the pre-charge resistor 322b pre-charges the bus capacitor with current limiting before the main positive relay 321a closes. The current-limiting effect of the resistor limits the inrush current within a safe range. Combined with the real-time monitoring and threshold judgment of the bus voltage by the main control unit 11, this ensures that the voltage difference across the contacts of the main positive relay 321a is close to zero when it closes. This avoids arcing when the main positive relay 321a closes under conditions of large voltage difference, extending the electrical life of the relay. Simultaneously, the sequence of first disconnecting the main positive relay 321a and then the main negative relay 321b during power-off ensures that no charge remains in the high-voltage circuit during the disconnection process, guaranteeing power-off safety.

[0077] Figure 5 This is a flowchart illustrating some embodiments of the control method for the power distribution architecture of the power battery system according to this disclosure. Based on the foregoing embodiments of the control method, Figure 5 The diagram illustrates the power-on and power-off control steps for high-voltage DC charging.

[0078] High-voltage DC charging power-on control steps: ① Charging preparation and self-test: After the charger is plugged in, the system is powered on at low voltage. The SBMU (System Main Unit) executes a self-test program. If the self-test determines a fault, it jumps to the fault handling process. If there is no fault in the self-test, the system checks the connection status of the charging gun. If it is not connected, it reports the disconnection status and waits for connection. ② Pre-charge process start: After detecting that the charging gun is connected normally, the SBMU closes the main negative relay, fast charging negative relay and pre-charge relay in sequence to start the high voltage pre-charge process; the CVS collects and feeds back the bus voltage and current data in real time; ③ Pre-charge completion judgment: The SBMU judges whether the bus voltage has reached 95% or above of the system rated voltage based on the CVS data. If it does not reach the standard, it continues to maintain the pre-charge state; if it reaches the standard, it performs the operation of closing the main positive relay and opening the pre-charge relay. ④ Charging circuit connection: After the main positive relay is closed, the SBMU closes the fast charging positive relay, completing the high-voltage DC charging circuit connection, reporting the fast charging ready status, and starting DC fast charging.

[0079] High-voltage DC charging power-off control steps: ① Power-down trigger determination: During DC fast charging, the system continuously monitors the status. If a power-down command is triggered (such as charging completion, stop request, system failure, etc.), the power-down process is triggered. ② Current reduction and relay disconnection: The SBMU issues a current reduction command to reduce the charging current to 0A, and then disconnects the fast charging positive relay and the fast charging negative relay in sequence.

[0080] ③ Vehicle power-off determination: After disconnecting the fast charging positive relay and the fast charging negative relay, determine whether the vehicle needs to be powered off; if power-off is not required, keep the main positive relay and the main negative relay closed; if the vehicle needs to be powered off, proceed to the next step. ④ Power off the charging system: The SBMU disconnects the main positive relay and the main negative relay in sequence, and the high-voltage charging system is powered off, thus terminating the process.

[0081] Through the above control method, in DC fast charging scenarios, the fast charging positive relay 325a is only turned on after the main positive relay 321a is closed and pre-charging is completed. This step-by-step conduction sequence, coordinated by the charging circuit and the main circuit, ensures that the voltage difference across the fast charging positive relay 325a is within a safe range when it is closed, avoiding the risk of arcing caused by the charging relay closing due to a large voltage difference. Simultaneously, when power is off, the charging current is reduced to 0A before the charging relay is disconnected, eliminating the arcing phenomenon that may occur when the DC high-voltage circuit is cut off under load, thus eliminating safety hazards in fast charging scenarios.

[0082] In addition, the detection data of current and voltage sensors 32a and 32b can be used when performing pre-charging and insulation status judgment. The main control unit 11 can obtain the insulation resistance status of the high voltage system before the charging circuit is turned on. If an insulation abnormality is detected, the fast charging positive relay 325a is prohibited from closing, which prevents high voltage charging in the state of insulation failure from the source and further improves the safety and reliability of the DC fast charging process.

[0083] Based on the foregoing descriptions of the various embodiments, the present disclosure embodiments can achieve at least one of the following technical effects: (1) The voltage signal detection function of the CVS (voltage and current sensor) replaces the traditional independent insulation detection module. The main control unit analyzes and calculates the voltage signal collected by the CVS to realize the indirect detection and judgment of insulation resistance, which simplifies the hardware configuration of the high voltage architecture, eliminates the independent insulation detection box structure, and further improves the integration of the whole vehicle. (2) Through the design of a completely separated high and low voltage architecture, the main control unit is protected from electromagnetic interference from the high voltage circuit when receiving CVS voltage signals to perform insulation resistance detection, ensuring the accuracy and reliability of the detection data, and eliminating the safety hazard of the low voltage control module being threatened by high voltage leakage. (3) Based on the master-slave two-level (master control unit + slave control unit) control architecture, the independent fault isolation and control function of a single branch is realized. The master control unit can accurately control the operation / isolation of a single branch according to the CVS detection results and the data collected by the slave control unit, which greatly improves the fault tolerance of the whole vehicle function, ensures that a single branch fault does not affect the operation of the whole machine, and ensures the continuous operation capability of the loader. (4) Combining the integrated design of multiple branches of BDU, the traditional independent high-voltage box structure is eliminated, and the main power, dual fast charging, auxiliary load and other circuits are integrated into the same BDU, which greatly improves the integration of the vehicle's high-voltage architecture, reduces space occupation and wiring harness redundancy, and optimizes the convenience of engineering installation.

[0084] (5) Based on the master-slave two-level (master control unit + slave control unit) architecture, combined with the multi-packet independent current collection mechanism, the circulating current problem between multiple branches can be effectively suppressed. At the same time, combined with the real-time cell data collected by the slave control unit and the equalization logic of the master control unit, the voltage difference between branches is eliminated, and the battery consistency and service life are improved. (6) By using the core design of sharing the main positive and main negative relays for charging and discharging, and in conjunction with the safety control logic of the main control unit based on the CVS insulation detection results, the fatal pain point of insufficient safety redundancy in fast charging scenarios is solved, and the overall safety and reliability of the high voltage system is improved.

[0085] The embodiments of this disclosure have now been described in detail. To avoid obscuring the concept of this disclosure, some details known in the art have not been described. Those skilled in the art can fully understand how to implement the technical solutions disclosed herein based on the above description.

[0086] While specific embodiments of this disclosure have been described in detail by way of examples, those skilled in the art should understand that the examples are for illustrative purposes only and not intended to limit the scope of this disclosure. Those skilled in the art should understand that modifications can be made to the above embodiments or equivalent substitutions can be made to some technical features without departing from the scope and spirit of this disclosure. The scope of this disclosure is defined by the appended claims.

Claims

1. A power battery system power distribution architecture for electric engineering machinery vehicles, characterized in that, include: The low-voltage power distribution unit (10) includes a main control unit (11). The power battery module (20) has multiple battery pack branches (22a; 22b), and each battery pack branch (22a; 22b) has a built-in slave control unit (21). The slave control unit (21) is communicatively connected to the master control unit (11) and is configured to collect the sensing data of the battery cells in the battery pack and send it to the master control unit (11). and The high-voltage power distribution unit (30) has multiple internal battery branches (31a; 31b) and a power distribution assembly electrically connected to the multiple internal battery branches (31a; 31b). The power distribution assembly includes at least one relay, which is communicatively connected to the main control unit (11) and configured to perform closing or opening operations according to instructions provided by the main control unit (11). The multiple internal battery branches (31a; 31b) are electrically connected to the multiple battery pack branches (22a; 22b), and each internal battery branch (31a; 31b) is equipped with a current and voltage sensor (32a; 32b). The current and voltage sensor (32a; 32b) is communicatively connected to the main control unit (11) and is configured to collect the current and voltage data of the internal battery branch (31a; 31b) and send it to the main control unit (11).

2. The power battery system power distribution architecture according to claim 1, characterized in that, Each internal battery branch (31a; 31b) is also equipped with an independent manual maintenance switch (33a; 33b).

3. The power battery system power distribution architecture according to claim 1, characterized in that, The low-voltage power distribution unit (10) and the high-voltage power distribution unit (30) are arranged in independent housings, and the low-voltage power distribution unit (10) and the high-voltage power distribution unit (30) only interact with each other through isolated communication interfaces (14; 34).

4. The power battery system power distribution architecture according to claim 1, characterized in that, The low-voltage power distribution unit (10) further includes: a vehicle-mounted remote communication terminal (12) and a gateway (13). The vehicle-mounted remote communication terminal (12) is connected to the main control unit (11) and is configured to collect the battery system operation data obtained by the main control unit (11) and upload the battery system operation data to the cloud platform (41). The gateway (13) is connected to the main control unit (11) and is configured to synchronously load the program of the main control unit (11) into the whole machine control unit (42) of the electric construction machinery vehicle and the control unit of the charging equipment (43) of the electric construction machinery vehicle.

5. The power battery system power distribution architecture according to any one of claims 1-4, characterized in that, The power distribution assembly includes: a main positive relay (321a), a main negative relay (321b), a precharge relay (322a), a precharge resistor (322b), and a power output branch (3231; 3232; 3233). The power output branch (3231; 3232; 3233) has a main positive terminal (323a; 323b; 323c) and a main negative terminal (323d; 323e; 323f) for connecting to the power mechanism of the electric construction machinery vehicle. The main positive relay (321a) is connected to the plurality of internal battery branches (31a; 31b) and the power output branch (3231; 3232). The main positive relay (323a; 323b; 323c) and the multiple internal battery branches (31a; 31b) are electrically connected respectively and located between the main positive terminal (323a; 323b; 323c) and the multiple internal battery branches (31a; 31b). The main negative relay (321b) and the multiple internal battery branches (31a; 31b) and the power output branch (3231; 3232; 3233) are electrically connected respectively and located between the main negative terminal (323d; 323e; 323f) and the multiple internal battery branches (31a; 31b). The precharge relay (322a) and the precharge resistor (322b) are connected in series and then connected in parallel with the main positive relay (321a).

6. The power battery system power distribution architecture according to claim 5, characterized in that, The power distribution assembly includes multiple power output branches (3231; 3232; 3233) connected in parallel.

7. The power battery system power distribution architecture according to claim 5, characterized in that, The power distribution assembly also includes a fast-charging positive relay (325a; 325b), a fast-charging negative relay (325c; 325d), and a charging branch (3241; 3242). The charging branch (3241; 3242) is electrically connected to the main positive relay (321a) and the main negative relay (321b), respectively, and has a fast-charging positive terminal (324c; 324d) and a fast-charging negative terminal (324c; 324d) for connecting the charging equipment (43) of the electric construction machinery vehicle. 4e; 324f), the fast charging positive relay (325a; 325b) is disposed in the charging branch (3241; 3242) and located between the fast charging positive terminal (324c; 324d) and the main positive relay (321a), and the fast charging negative relay (325c; 325d) is disposed in the charging branch (3241; 3242) and located between the fast charging negative terminal (324e; 324f) and the main negative relay (321b).

8. The power battery system power distribution architecture according to claim 7, characterized in that, The power distribution assembly includes multiple charging branches (3241; 3242) connected in parallel.

9. The power battery system power distribution architecture according to claim 5, characterized in that, The power distribution assembly further includes a first auxiliary load branch (3261; 3262) and / or a second auxiliary load branch (3263; 3264). The first auxiliary load branch (3261; 3262) is equipped with an independent relay (327a; 327b) and a first fuse (328a; 328b), and is electrically connected to the plurality of internal battery branches (31a; 31b) and the main negative relay (321b), respectively. The second auxiliary load branch (3263; 3264) is electrically connected to the main positive relay (321a) and the main negative relay (321b), respectively. The second auxiliary load branch is equipped with a second fuse (328c; 328d).

10. The power battery system power distribution architecture according to claim 9, characterized in that, The first auxiliary load branch (3261; 3262) is configured to connect to the thermal management equipment of the electric construction machinery vehicle, and the second auxiliary load branch (3263; 3264) is configured to connect to the conventional on-board load of the electric construction machinery vehicle.

11. A loader, characterized in that, include: The power distribution architecture of the power battery system according to any one of claims 1-10.

12. A control method for the power distribution architecture of a power battery system according to any one of claims 5-10, characterized in that, include: High-voltage power-on control steps: According to the received high-voltage power-on command, the main negative relay (321b) and the pre-charge relay (322a) are controlled to close sequentially to start the high-voltage pre-charge process; Based on the current and voltage data received from the current and voltage sensors (32a; 32b), it is determined whether the bus voltage is not lower than a preset ratio of the system rated voltage. If it is determined that the bus voltage is not lower than a preset ratio of the system rated voltage, the main positive relay (321a) is controlled to close, and the precharge relay (322a) is controlled to open, so as to complete the high voltage power-on operation. High-voltage power-off control steps: According to the received high-voltage power-down command, the main positive relay (321a) and the main negative relay (321b) are controlled to disconnect in sequence to complete the high-voltage power-down operation.

13. A control method for the power distribution architecture of a power battery system according to claim 7 or 8, characterized in that, include: High-voltage DC charging power-on control steps: After confirming that the charging equipment is properly connected, the main negative relay (321b), the fast charging negative relay (324b), and the pre-charge relay (322a) are controlled to close sequentially to start the high-voltage pre-charge process; Based on the current and voltage data received from the current and voltage sensors (32a; 32b), it is determined whether the bus voltage is not lower than a preset percentage of the system rated voltage. If it is determined that the bus voltage is not lower than a preset percentage of the system rated voltage, the main positive relay (321a) is controlled to close, and the precharge relay (322a) is controlled to open. After the main positive relay (321a) is closed, the fast charging positive relay (324a) is controlled to close, so that the charging circuit is turned on and DC fast charging is performed; High-voltage DC charging power-off control steps: Based on the received power-down command, a current reduction command is issued to reduce the charging current to 0A; The fast charging positive relay (324a) and the fast charging negative relay (324b) are sequentially disconnected; If the entire vehicle needs to be powered off, the main positive relay (321a) and the main negative relay (321b) are disconnected in sequence to complete the high-voltage DC charging power-off operation.

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