An electric drive all-terrain vehicle power-on, power-off, power-on control method and controller

Abstract

The present application relates to the technical field of electric drive all-terrain vehicle control, and more particularly to a power-on, power consumption and power-off control method and controller for electric drive all-terrain vehicles. The power-on, power consumption and power-off control method and controller for electric drive all-terrain vehicles are characterized by the cooperation of a vehicle controller (VCU), a battery management system (BMS), a front motor controller (MCU), a rear motor controller (MCU) and a power battery to realize the driving power-on, normal power consumption, parking power-off, AC slow charging and DC fast charging of the vehicle. The above structure solves the problems of poor adaptability, insufficient safety, poor double-motor cooperation and the like in the prior art, improves the safety, reliability and efficiency of the vehicle power-on, power consumption and power-off process, and meets the complex off-road working condition requirements of electric drive all-terrain vehicles (UTVs).

Description

Technical Field

[0001] This invention relates to the field of electric all-terrain vehicle control technology, and in particular to a method and controller for controlling the power-on, power-off, and power-off of an electric all-terrain vehicle. Background Technology

[0002] With the accelerated global green and low-carbon transformation and the continuous expansion of application scenarios such as outdoor recreation and special operations, electric all-terrain vehicles (UTVs) are gradually replacing traditional fuel-powered UTVs, becoming a core trend in industry development, thanks to their significant advantages such as zero emissions, low noise, high instantaneous torque output, and low maintenance costs. Data shows that the global electric all-terrain vehicle market will experience a compound annual growth rate of 15.4% from 2021 to 2025, with the Asia-Pacific region experiencing an even higher growth rate of 21.3%. The global market size is projected to exceed US$6 billion by 2030, making the large-scale and industrialized development of electric UTVs an inevitable trend.

[0003] The power-on, power-off, and power-down control methods are the core control logic of the electric UTV power system, directly determining the vehicle's safety, reliability, and stability. Traditional gasoline vehicles typically transmit power between the front and rear axles via a driveshaft to achieve four-wheel drive, resulting in structural complexity and potential for chassis vibration at high speeds. Electric UTVs, employing a dual-motor drive system, eliminate the driveshaft, becoming the optimal power form. However, the complexity of the 330V high-voltage power supply system and the dual-motor drive architecture places higher demands on high-voltage safety management, motor coordination control, and energy distribution efficiency during power-on, power-off, and power-down processes. During power-on, damage to core components such as the battery, motor controller, and IGBTs must be avoided from high-voltage surges, ensuring the synchronous readiness of both motors. During power-down, the high-voltage circuit must be completely disconnected to ensure the safety of personnel and the vehicle. The charging and discharging switching process must achieve a smooth transition of the high-voltage system, avoiding malfunctions caused by voltage fluctuations.

[0004] Currently, existing power-on, power-off, and power-off control technologies largely borrow from solutions used in traditional new energy passenger vehicles or single-motor electric drive vehicles. A dedicated control strategy for 330V voltage platforms and dual-motor driven UTVs has not yet been developed, resulting in several compatibility defects: First, existing technologies are mostly designed for single-motor drive scenarios, failing to consider the coordinated wake-up and initialization control of dual motors. This can easily lead to problems such as asynchronous motor readiness and inconsistent torque output, affecting vehicle power performance and handling stability. Second, high-voltage management logic is highly generalized, failing to consider the special operating conditions of UTVs traveling on unpaved roads, such as vibration and impact. Fixed pre-charging strategy parameters pose a risk of high-voltage impact or low pre-charging efficiency. Third, there are gaps in charge / discharge switching control, especially when switching between AC slow charging and DC fast charging modes. The high-voltage circuit switching response is slow, easily leading to voltage fluctuations and affecting charging safety and efficiency. Fourth, some solutions rely on system base chips (SBCs) for power management, which not only presents high costs and supply risks but also insufficient single-channel current output capacity, making it difficult to meet the power supply requirements of a 330V platform dual-motor drive system.

[0005] In summary, existing control solutions cannot fully adapt to the structural characteristics and operating conditions of UTVs driven by 330V voltage platforms and dual front and rear motors. They suffer from problems such as insufficient safety, poor reliability, and poor adaptability, which restrict the technological upgrading and market expansion of electric UTVs. Summary of the Invention

[0006] The present invention aims to provide a method and controller for controlling the power-on, power-off, and power-off processes of an electric all-terrain vehicle, solving problems such as poor adaptability, insufficient safety, and poor coordination of dual motors in existing technologies, thereby improving the safety, reliability, and efficiency of the power-on, power-off, and power-off processes of the vehicle and adapting to the complex off-road conditions required by UTVs.

[0007] This invention discloses a method for controlling the power-on, power-off, and power-off of an electric all-terrain vehicle. Its key feature is the coordinated operation of a vehicle control unit (VCU), a battery management system (BMS), a front motor controller (MCU), a rear motor controller (MCU), and a power battery to achieve vehicle-on while driving, normal power consumption, power-off when parked, AC slow charging, and DC fast charging. Specific control methods are as follows:

[0008] (1) Vehicle driving power-on control: The low-voltage power-on stage and the high-voltage power-on stage are executed sequentially. The low-voltage power-on stage realizes the constant power connection and wake-up initialization of each subsystem controller. The high-voltage power-on stage completes the smooth loading of the power battery voltage through the pre-charge resistor.

[0009] (2) Vehicle power control: The vehicle controller (VCU) monitors the vehicle status and power battery charging and discharging capacity in real time, dynamically allocates power to the front and rear motor controllers (MCUs) and adjusts acceleration and electric braking performance;

[0010] (3) Parking power-off control: includes a three-level process of power-off condition verification, high voltage cut-off, and low voltage power-off, and adds an emergency power-off mechanism;

[0011] (4) AC slow charging control: charging wake-up and safety verification are achieved through CC / CP signal interaction, and low-voltage battery is supplied with power synchronously during charging;

[0012] (5) DC fast charging control: After fast charging connection verification, high voltage pre-charging and isolation stage monitoring, fast charging is started and charging and discharging switching is completed according to standard procedures.

[0013] The power-on, power-off, and power-off control method for an electric all-terrain vehicle is characterized in that the low-voltage power-on stage during vehicle operation is as follows: After the user turns on the main power switch S1, each low-voltage electronic system controller is turned on, and the vehicle controller (VCU) is constantly powered on and starts working; when the key is turned to the ACC position, the vehicle controller (VCU) first controls relay K1 to close, connecting the constant power supply of each subsystem controller, and after a certain delay, controls relay K2 to close to provide wake-up power. After each low-voltage electronic system controller completes its self-test, it feeds back the power-on status to the vehicle controller (VCU), and at the same time, the vehicle controller (VCU) illuminates the daytime running lights. The aforementioned method for controlling the power-on, power-off, and power-off of an electric all-terrain vehicle is characterized in that the high-voltage power-on stage during vehicle operation specifically comprises: turning the key to the ON position; after the vehicle control unit (VCU) verifies that the low-voltage power-on is complete and the high-voltage interlock is normal, it sends a high-voltage power-on request to the battery management system (BMS); the battery management system (BMS) gradually loads the voltage of the power battery to the high-voltage bus through a pre-charging resistor; when the bus voltage reaches more than 90% of the power battery voltage and the pre-charging current is ≤5A, it determines that the pre-charging is complete and connects the main contactor of the power battery, sending a power-on success signal to the vehicle control unit (VCU); the vehicle control unit (VCU) illuminates the READY indicator light; subsequently, the battery management system (BMS) initiates DC / DC voltage conversion.

[0014] The method for controlling the power-on, power-off, and power-off of an electric all-terrain vehicle is characterized in that, in the power control of the vehicle, the vehicle control unit (VCU) distributes the power to the front and rear axles according to the vehicle posture and the driver's request, thereby achieving a dynamic balance between power efficiency, vehicle safety, and power performance.

[0015] The power-on, power-off, and power-off control method for an electric all-terrain vehicle is characterized in that the power-off condition verification for parking and power-off satisfies the following: when there is no high-voltage fault, the vehicle speed is 0 km / h and the accelerator pedal opening is 0; when there is a high-voltage fault, an emergency power-off is triggered; under abnormal operating conditions, the vehicle controller (VCU) refuses to power off and prompts the user for confirmation.

[0016] The aforementioned method for controlling the power-on, power-off, and power-off of an electric all-terrain vehicle is characterized in that the high-voltage cutoff stage during the parking power-off process specifically comprises: after the key is turned to the ACC position, the battery management system (BMS) receives the high-voltage cutoff command, shuts down the DC / DC converter, detects the current of each high-voltage branch, and if it is lower than the threshold, sequentially disconnects the branch relays and the main negative relay, and sends a high-voltage cutoff completion signal to the vehicle controller (VCU). Upon receiving the signal, the vehicle controller (VCU) triggers the front motor controller (MCU) and rear motor controller (MCU) to actively discharge. When the bus voltage drops below a certain threshold, a discharge success message is sent, and the vehicle controller (VCU) turns off the READY indicator light.

[0017] The power-on, power-off, and power-off control method for an electric all-terrain vehicle is characterized in that the low-voltage power-off stage specifically comprises: after the key is turned to the OFF position, when the vehicle control unit (VCU) detects that the power-off conditions are met, it first disconnects relay K2 to turn off the wake-up power and stores the fault log, and after a certain period of time, disconnects relay K1 to turn off the constant power supply. After the vehicle control unit (VCU) enters sleep mode, it shuts off its own power supply after a set delay.

[0018] The power-on, power-off, and power-off control method for an electric all-terrain vehicle is characterized in that the emergency power-off mechanism is as follows: when the vehicle control unit (VCU) detects a serious fault signal, the user can trigger the emergency power-off by turning the key directly from the ON position to the OFF position. The vehicle control unit (VCU) skips the condition verification, directly cuts off the main high-voltage relay, and starts the front motor controller (MCU) and rear motor controller (MCU) to actively discharge.

[0019] The power-on, power-off, and power-off control method for an electric all-terrain vehicle is characterized in that, in the AC slow charging control, the insulation resistance of the high-voltage circuit needs to be monitored to be ≥100MΩ during the charging wake-up phase, and the battery management system (BMS) monitors over-temperature, over-voltage, and over-current abnormalities in real time during the charging process, and immediately cuts off the high-voltage circuit when an abnormality occurs.

[0020] The power-on, power-off, and power-off control method for an electric all-terrain vehicle is characterized in that the high-voltage pre-charging of the DC fast charging control is equipped with a secondary pre-charging, which is implemented by the internal circuit of the fast charging pile. After the pre-charging is completed, the battery management system (BMS) starts high-voltage isolation monitoring to ensure reliable isolation between the fast charging circuit and the driving high-voltage circuit. The vehicle controller (VCU) synchronously shuts down the drive permissions of the front and rear motors.

[0021] A power-on, power-off, and power-off controller for an electric all-terrain vehicle is characterized in that: the controller comprises a vehicle control unit (VCU), a battery management system (BMS), front and rear motor controllers, and a power battery; each of the subsystem controllers is a power steering controller, an electronic parking brake controller, a cooling fan controller, and a cooling water pump controller; the low-voltage battery is a 12V storage battery, which is electrically connected to each subsystem via a main power switch S1; the power battery is a 330V power supply, which is electrically connected to a DC fast charger, an on-board charger, a front motor controller (MCU), a rear motor controller (MCU), and the battery management system (BMS); the low-voltage battery and the power battery are connected via a DC / DC converter, and the vehicle control unit (VCU) is electrically connected to the power battery via the DC fast charger and the on-board charger.

[0022] By employing the above structure, compared with the prior art, the present invention has the following significant advantages:

[0023] It is precisely adapted to the 330V high-voltage platform and the front and rear dual-motor drive architecture, and innovatively designed the "synchronous wake-up - synchronous initialization - synchronous readiness" control logic. This effectively avoids the risk of high-voltage impact and solves problems such as asynchronous readiness of dual motors and inconsistent torque output, filling the gap in the existing technology of dual-motor UTV high-voltage control.

[0024] By coordinating the vehicle control unit (VCU), battery management system (BMS), front motor controller (MCU), rear motor controller (MCU), and power battery, five core technologies are implemented to achieve vehicle power-on while driving, normal power consumption, power-off when parked, AC slow charging, and DC fast charging. A multi-level safety verification mechanism (current detection, status verification) and an emergency power-off mechanism are constructed to significantly improve the safety of vehicle operation, charging, and parking processes and reduce the failure rate.

[0025] The system optimizes sleep / wake-up and high / low voltage energy management strategies, completely cutting off power to all subsystems after power-down, and only retaining low-power monitoring of the vehicle controller (VCU) or shutting it down completely, effectively solving the problem of low-voltage battery depletion after long-term vehicle shutdown.

[0026] During charging, the system prioritizes powering the low-voltage system via DC / DC converter to reduce low-voltage battery discharge. When the low-voltage battery is depleted, it can be replenished synchronously by charging the power battery. The system meets the power supply requirements of the 330V platform dual-motor drive system through relay-level control, while optimizing the charging and discharging switching process to improve charging safety and efficiency. Attached Figure Description

[0027] Figure 1 Electrical schematic diagram of an electric all-terrain vehicle.

[0028] Figure 2 Vehicle power-on control flowchart.

[0029] Figure 3 Flowchart of vehicle power control.

[0030] Figure 4 Flowchart of vehicle power-off control.

[0031] Figure 5 : Control flow chart for AC charging.

[0032] Figure 6 DC fast charging control flowchart. Detailed Implementation

[0033] The following description, in conjunction with the accompanying drawings and specific embodiments, provides a more detailed account of the present invention regarding a method and controller for controlling the power-on, power-off, and power-off of an electric all-terrain vehicle.

[0034] like Figure 1 As shown, a method for controlling the power-on, power-off, and power-off of an electric all-terrain vehicle is characterized by the coordinated operation of a vehicle control unit (VCU), a battery management system (BMS), a front motor controller (MCU), a rear motor controller (MCU), and a power battery to achieve vehicle power-on while driving, normal power-off while parked, AC slow charging, and DC fast charging. The specific control method is as follows:

[0035] (1) Vehicle driving power-on control: The low-voltage power-on stage and the high-voltage power-on stage are executed sequentially. The low-voltage power-on stage realizes the constant power connection and wake-up initialization of each low-voltage electronic system controller. The high-voltage power-on stage completes the smooth loading of the power battery voltage through the pre-charge resistor.

[0036] (2) Vehicle power control: The vehicle controller (VCU) monitors the vehicle status and power battery charging and discharging capacity in real time, dynamically distributes power to the front and rear axles and adjusts acceleration and electric braking performance;

[0037] (3) Parking power-off control: includes a three-level process of power-off condition verification, high voltage cut-off, and low voltage power-off, and adds an emergency power-off mechanism;

[0038] (4) AC slow charging control: charging wake-up and safety verification are achieved through CC / CP signal interaction, and low-voltage battery is supplied with power synchronously during charging;

[0039] (5) DC fast charging control: After fast charging connection verification, high voltage pre-charging and isolation stage monitoring, fast charging is started and charging and discharging switching is completed according to standard procedures.

[0040] like Figure 2 As shown, the low-voltage power-on phase of vehicle operation is as follows: After the user turns on the main power switch S1 (if this switch is in the off state), the power supply to the low-voltage battery (12V battery) of each low-voltage electronic system controller in the vehicle (such as power steering controller, electronic parking brake controller, cooling fan controller, and cooling water pump controller) is connected. At the same time, the vehicle control unit (VCU) is constantly powered on and starts working. When the key is turned from the OFF position to the ACC position, the VCU first controls relay K1 to close, connecting the constant power supply to each low-voltage electronic system controller. After a certain delay (e.g., 1 second, the delay time can be set by the user), it controls relay K2 to close, which provides wake-up power. After each low-voltage electronic system controller enters normal working state through the wake-up power, it reports whether it is normal (e.g., self-test, high-voltage interlock, etc.) and fault status to the VCU. If there is a fault, a fault code is reported; if there is no fault, a low-voltage power-on completion signal is sent. At the same time, the VCU controls the relay to illuminate the vehicle's daytime running lights.

[0041] The high-voltage power-on phase of vehicle operation is as follows: The key is turned from the ACC position to the ON position. The Vehicle Control Unit (VCU) verifies whether the low-voltage power-on is complete and whether the high-voltage interlock is normal. If the low-voltage power-on is incomplete, it waits for it to complete. If there is a low-voltage power-on fault, it does not respond to the high-voltage power-on command and sends a fault code to the instrument cluster. After confirming that the vehicle's low-voltage power-on and high-voltage interlock are normal, the VCU sends a high-voltage power-on request to the Battery Management System (BMS). Upon receiving the high-voltage power-on request from the VCU, the BMS, under fault-free conditions, enters the pre-charging phase on the high-voltage bus. It gradually loads the 330V power battery voltage onto the high-voltage bus through the pre-charging resistor, while simultaneously monitoring the bus voltage changes in real time. When the bus voltage reaches more than 90% of the power battery voltage and the pre-charging current stabilizes (≤5A), the pre-charging is considered complete. After high-voltage power-on is completed, the main contactor of the power battery is activated, and a high-voltage power-on success flag is sent to the vehicle control unit (VCU). The VCU illuminates the READY signal in the instrument panel, indicating that high-voltage power-on is complete. Afterwards, the battery management system (BMS) starts DC / DC converter to perform voltage conversion. If the BMS receives an external power supply command from the VCU, it will activate DC / AC converter to enable the vehicle to supply power to external systems.

[0042] like Figure 3 As shown, in the vehicle's electrical control, the VCU monitors the maximum charging and discharging current capacity and the maximum charging and discharging power capacity of the power battery in real time. Based on the vehicle's posture, road surface, vehicle speed, and driver requests, it rationally allocates the power of the front and rear motor controllers (MCUs) to dynamically adjust the vehicle's acceleration and electric braking capabilities, and performs comprehensive control between vehicle electrical efficiency, vehicle safety, and vehicle performance.

[0043] like Figure 4 As shown, the power-down conditions for parking and power-down are verified as follows: when there is no high-voltage fault, the vehicle speed is 0 km / h and the accelerator pedal opening is 0; when there is a high-voltage fault, an emergency power-down is triggered; under abnormal operating conditions, the vehicle controller (VCU) refuses to power down and prompts the user for confirmation.

[0044] After confirming that the conditions for power-off upon parking are met, the next steps are high-voltage cutoff and low-voltage power-off. The high-voltage cutoff phase is as follows: The vehicle key is turned from the ON position to the ACC position. If the Vehicle Control Unit (VCU) confirms that the vehicle speed is 0 km / h and the throttle opening is 0, the VCU sends a high-voltage power-off command to the Battery Management System (BMS). Upon receiving the command, the BMS shuts down the DC / DC converter and sequentially checks the current in each high-voltage branch. When the current is below a certain threshold, it shuts down the branch relays and the main relay, and sends a high-voltage power-off completion signal to the VCU. Upon receiving the signal, the VCU sends an active discharge command to the front and rear motor controllers (MCUs). The front and rear motor controllers (MCUs) initiate the active discharge function and check the input voltage. When the bus voltage drops to a certain threshold (generally below 60V), an active discharge success signal is sent, and the VCU extinguishes the READY indicator light. High-voltage power-off is successful, and the vehicle enters low-voltage power-on mode.

[0045] The low-voltage power-down phase is as follows: After turning the key from the ACC position to the OFF position, the vehicle control unit (VCU) checks whether the vehicle speed and throttle opening are zero and whether each low-voltage electronic system controller has completed its designated work. Upon confirming that the conditions are met, relay K2 is first disconnected, the wake-up power of each low-voltage subsystem controller is turned off, and data storage (such as safety data recording, fault logs, etc.) is completed. After a certain time extension (definable, e.g., 1 second), relay K1 is disconnected, the constant power supply to each low-voltage electronic system controller is turned off, and the vehicle control unit (VCU) enters sleep mode, completing the power-down. After another certain time extension (definable), the vehicle control unit (VCU) shuts off the 12V battery power supply and stops working.

[0046] The emergency power-down mechanism works as follows: When the Vehicle Control Unit (VCU) detects a serious fault signal (such as high-voltage leakage or a Level 3 fault in the Battery Management System (BMS), the user can trigger the emergency power-down by turning the key directly from the ON position to the OFF position. Upon receiving the emergency power-down command, the VCU skips the condition check, directly disconnects the main high-voltage relay, and initiates active discharge of the front motor controller (MCU) and rear motor controller (MCU) to ensure the vehicle comes to a rapid stop. If the VCU does not receive a serious fault signal, turning the key directly from the ON position to the OFF position executes the normal high-voltage disconnection phase followed by the low-voltage power-down procedure.

[0047] like Figure 5As shown, the AC slow charging process consists of two phases: the charging wake-up phase and the charging phase. Charging wake-up phase: After the user connects the AC slow charging gun, the onboard charger provides 12V wake-up power to the Vehicle Controller (VCU) and Battery Management System (BMS), and transmits the CC / CP signal to them via CAN. The BMS, based on the CC / CP status, completes authentication with the charger and confirms the charging request, while simultaneously blocking the discharge command from the power battery. After the charger confirms, the BMS controls the charging relay to close, establishing a high-voltage circuit between the power battery and the charger, while simultaneously monitoring the circuit insulation resistance (≥100MΩ) to ensure insulation safety. Charging phase: After successful charging, the BMS starts DC / DC operation, simultaneously charging the low-voltage battery. The BMS monitors the charging status in real time, and if any abnormality occurs (such as over-temperature, over-voltage, or over-current), it immediately controls the charger to stop and disconnects the high-voltage circuit. The Vehicle Controller (VCU) collects information during the charging process and can transmit it via networked devices. When the battery management system (BMS) detects that the power battery voltage and SOC value meet the conditions, it controls the charger to stop, shuts down the DC / DC converter, cuts off the high-voltage circuit, and then enters a sleep state.

[0048] like Figure 6 As shown, the direct fast charging stage consists of three phases: fast charging connection test, high voltage pre-charging and isolation, and fast charging.

[0049] Fast charging connection verification: After the user connects the DC fast charging gun, the charging pile provides a 12V wake-up power supply to wake up the battery management system (BMS) and vehicle controller (VCU). The battery management system (BMS) completes the identity authentication and protocol handshake with the fast charging pile through the communication interface of the fast charging gun, and at the same time verifies the connection status of the fast charging gun (the locking signal is valid and there is no looseness).

[0050] High-voltage pre-charging and isolation stage: The fast charging pile performs secondary pre-charging on the high-voltage bus through the internal pre-charging circuit to avoid the impact of fast charging voltage fluctuations on the battery; after the pre-charging is completed, the battery management system (BMS) starts high-voltage isolation monitoring to ensure reliable isolation between the fast charging circuit and the driving high-voltage circuit and prevent mutual interference.

[0051] During fast charging: The Battery Management System (BMS) sends parameters such as the maximum allowable charging voltage (330V) and maximum allowable charging current (based on the battery charging MAP) to the fast charging station. Simultaneously, the Vehicle Control Unit (VCU) disables the front and rear motor drive permissions. After confirming the parameters, the fast charging station initiates fast charging. The BMS dynamically adjusts the charging parameters based on the battery charging MAP to ensure charging efficiency and battery safety. Simultaneously, the BMS controls the activation of the DC / DC converter to charge the low-voltage battery.

[0052] When fast charging is finished, the charging pile and battery management system (BMS) strictly follow the standard requirements and execute the safety process of "absence request → current reduction → message interaction → high voltage disconnection → discharge → low voltage power failure → unlocking and removing the charging gun" to avoid high voltage arc and battery damage, and ensure the safety of personnel and equipment.

[0053] like Figure 1 As shown, an electric all-terrain vehicle power-on, power-off, and power-off controller is disclosed. The controller includes a vehicle control unit (VCU), a battery management system (BMS), a front motor controller (MCU), a rear motor controller (MCU), and a power battery. The low-voltage electronic system controllers are a power steering controller, an electronic parking brake controller, a cooling fan controller, and a cooling water pump controller. The low-voltage battery is a 12V storage battery, electrically connected to each subsystem via a main power switch S1, providing wake-up power to each low-voltage electronic system controller. The power battery is a 330V power supply, electrically connected to a DC fast charger, an on-board charger, the front motor controller (MCU), the rear motor controller (MCU), and the battery management system (BMS), providing high-voltage power. The low-voltage battery and the power battery are connected via a DC / DC converter, and the vehicle control unit (VCU) is electrically connected to the power battery via the DC fast charger and the on-board charger.

[0054] The preferred embodiments or specific implementations of the present invention have been described in detail above with reference to the accompanying drawings. However, the present invention is not limited to the above-described embodiments and implementations. Within the scope of knowledge possessed by those skilled in the art, various changes can be made without departing from the concept of the present invention.

Claims

1. A method for controlling the power-on, power-off, and power-off of an electric all-terrain vehicle, characterized in that, The vehicle control unit (VCU), battery management system (BMS), front motor controller (MCU), rear motor controller (MCU), and power battery work together to achieve vehicle power-on while driving, normal power consumption, power-off when parked, AC slow charging, and DC fast charging. Specific control methods are as follows: (1) Vehicle driving power-on control: The low-voltage power-on stage and the high-voltage power-on stage are executed sequentially. The low-voltage power-on stage realizes the constant power connection and wake-up initialization of each subsystem controller. The high-voltage power-on stage completes the smooth loading of the power battery voltage through the pre-charge resistor. (2) Vehicle power control: The vehicle controller (VCU) monitors the vehicle status and power battery charging and discharging capacity in real time, dynamically allocates power to the front motor controller (MCU) and the rear motor controller (MCU), and adjusts acceleration and electric braking performance; (3) Parking power-off control: includes a three-level process of power-off condition verification, high voltage cut-off, and low voltage power-off, and adds an emergency power-off mechanism; (4) AC slow charging control: charging wake-up and safety verification are achieved through CC / CP signal interaction, and low-voltage battery is supplied with power synchronously during charging; (5) DC fast charging control: After fast charging connection verification, high voltage pre-charging and isolation stage monitoring, fast charging is started and charging and discharging switching is completed according to standard procedures.

2. The method for controlling the power-on, power-off, and power-off of an electric all-terrain vehicle according to claim 1, characterized in that, The low-voltage power-on phase of the vehicle's power-on process is as follows: After the user turns on the main power switch S1, each low-voltage electronic system controller is turned on, and the vehicle control unit (VCU) is constantly powered on and starts working. When the key is turned to the ACC position, the vehicle control unit (VCU) first controls relay K1 to close, connecting the constant power supply of each subsystem controller. After a certain delay, it controls relay K2 to close to provide wake-up power. After each low-voltage electronic system controller completes its self-test, it feeds back the power-on status to the vehicle control unit (VCU), and at the same time, the vehicle control unit (VCU) illuminates the daytime running lights.

3. The method for controlling the power-on, power-off, and power-off of an electric all-terrain vehicle according to claim 1, characterized in that, The high-voltage power-on phase of the vehicle's power-on process is as follows: The key is turned to the ON position. After the vehicle control unit (VCU) verifies that the low-voltage power-on is complete and the high-voltage interlock is normal, it sends a high-voltage request to the battery management system (BMS). The BMS gradually loads the power battery voltage to the high-voltage bus through a pre-charging resistor. When the bus voltage reaches more than 90% of the power battery voltage and the pre-charging current is ≤5A, it determines that the pre-charging is complete and connects the main contactor of the power battery, sending a power-on success signal to the VCU. The VCU illuminates the READY indicator light, and then the BMS initiates DC / DC voltage conversion.

4. The method for controlling the power-on, power-off, and power-off of an electric all-terrain vehicle according to claim 1, characterized in that, In the aforementioned vehicle electrical control, the vehicle control unit (VCU) distributes power to the front and rear axles according to the vehicle's posture and the driver's request, achieving a dynamic balance between power efficiency, vehicle safety, and power performance.

5. The method for controlling the power-on, power-off, and power-off of an electric all-terrain vehicle according to claim 1, characterized in that, The power-off condition verification for parking and power-off meets the following requirements: when there is no high-voltage fault, the vehicle speed is 0 km / h and the accelerator pedal opening is 0; when there is a high-voltage fault, an emergency power-off is triggered; under abnormal operating conditions, the vehicle controller (VCU) refuses to power off and prompts the user for confirmation.

6. The method for controlling the power-on, power-off, and power-off of an electric all-terrain vehicle according to claim 1, characterized in that, The high-voltage cutoff stage during parking power-off is specifically as follows: After the key is turned to the ACC position, the battery management system (BMS) receives the high-voltage cutoff command, shuts down the DC / DC converter, detects the current of each high-voltage branch, and if it is lower than the threshold, sequentially disconnects the branch relays and the main negative relay, and sends a high-voltage cutoff completion signal to the vehicle controller (VCU). Upon receiving the signal, the vehicle controller (VCU) triggers the front motor controller (MCU) and rear motor controller (MCU) to actively discharge. When the bus voltage drops below a certain threshold, a discharge success message is sent, and the vehicle controller (VCU) turns off the READY indicator light.

7. The method for controlling the power-on, power-off, and power-off of an electric all-terrain vehicle according to claim 1, characterized in that, The low-voltage power-off phase is as follows: after the key is turned to the OFF position, when the vehicle controller (VCU) detects that the power-off conditions are met, it first disconnects relay K2 to turn off the wake-up power and stores the fault log. After a certain period of time, it disconnects relay K1 to turn off the constant power. After the vehicle controller (VCU) enters sleep mode, it shuts off its own power according to the set delay.

8. The method for controlling the power-on, power-off, and power-off of an electric all-terrain vehicle according to claim 1, characterized in that, The emergency power-off mechanism is as follows: when the vehicle control unit (VCU) detects a serious fault signal, the user can trigger the emergency power-off by turning the key directly from the ON position to the OFF position. The vehicle control unit (VCU) skips the condition verification, directly cuts off the main high-voltage relay, and starts the front motor controller (MCU) and rear motor controller (MCU) to actively discharge.

9. The method for controlling the power-on, power-off, and power-off of an electric all-terrain vehicle according to claim 1, characterized in that, In the AC slow charging control, the insulation resistance of the high-voltage circuit needs to be monitored to be ≥100MΩ during the charging wake-up phase. During the charging process, the battery management system (BMS) monitors over-temperature, over-voltage, and over-current abnormalities in real time, and immediately cuts off the high-voltage circuit when an abnormality occurs.

10. The method for controlling the power-on, power-off, and power-off of an electric all-terrain vehicle according to claim 1, characterized in that, The DC fast charging control high-voltage pre-charging is equipped with a secondary pre-charging, which is implemented by the internal circuit of the fast charging pile. After the pre-charging is completed, the battery management system (BMS) starts high-voltage isolation monitoring to ensure reliable isolation between the fast charging circuit and the driving high-voltage circuit. The vehicle controller (VCU) synchronously shuts down the drive permissions of the front and rear motors.

11. A power-on, power-off, and power-off controller for an electric all-terrain vehicle according to claim 1, characterized in that: The controller includes a vehicle control unit (VCU), a battery management system (BMS), front and rear motor controllers, and a power battery. Each subsystem controller is a power steering controller, an electronic parking brake controller, a cooling fan controller, and a cooling water pump controller. The low-voltage battery is a 12V storage battery, electrically connected to each subsystem via a main power switch S1. The power battery is a 330V power supply, electrically connected to a DC fast charger, an on-board charger, a front motor controller (MCU), a rear motor controller (MCU), and the battery management system (BMS). The low-voltage battery and the power battery are connected via a DC / DC converter, and the vehicle control unit (VCU) is electrically connected to the power battery via the DC fast charger and the on-board charger.

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