A control method of a dual high-voltage power supply mode and an electronic device

Abstract

The application relates to a dual high-voltage power supply mode control method and electronic equipment and belongs to the technical field of new energy vehicle control. By dividing the whole vehicle high voltage into two independent power supply states of auxiliary drive high voltage and whole vehicle high voltage, step-by-step control of the auxiliary drive high voltage on the ON gear and the whole vehicle high voltage on the START gear is realized, the safety of the whole vehicle high voltage control is improved while the driving comfort is ensured, the low-voltage storage battery can be continuously powered by the power battery, the storage battery is miniaturized to reduce the whole vehicle cost, and the differential control of the high-voltage system is realized by adapting to different working scenes of discharging and charging.

Description

Technical Field

[0001] This invention relates to the field of new energy vehicle control technology, and in particular to a control method and electronic device with dual high-voltage power supply modes. Background Technology

[0002] In the field of new energy vehicles, especially in the field of high-voltage power supply control for new energy commercial vehicles, the control logic for the high-voltage power-on and power-off of the entire vehicle directly affects the vehicle's safety, comfort, and manufacturing cost. The mainstream power-on and power-off control strategy for new energy vehicles in the current technology adopts an integrated high-voltage power-on method. During power-on control, after the vehicle controller receives the ON position wake-up signal, it first detects the status of the vehicle's high-voltage relays, and then sequentially sends the main negative relay activation command and the pre-charge command for the pre-charge relay. After the pre-charge is completed, the main positive relay is activated and the pre-charge relay is deactivated. After the power-on is successful and a READY signal is reported, the activation command and operation enable of the high-voltage auxiliary relay are sent. The corresponding power-off control strategy is that after the vehicle controller receives the power-off command, it first stops sending the enable signal of the high-voltage electrical appliances, and then sequentially deactivates the high-voltage auxiliary relay, the main positive relay, and the main negative relay. After completion, the entire vehicle enters a sleep state.

[0003] In this type of existing technical solution, the main drive high voltage system and the auxiliary drive high voltage system are powered on in a coordinated manner during the high voltage power-on process. Only the main drive high voltage is pre-charged, and the auxiliary drive high voltage and the main drive high voltage are not independently distinguished and controlled. The main drive high voltage will be in a standby state after the auxiliary drive high voltage is powered on. This control method has many technical defects. First, the vehicle's high-voltage power-on logic prioritizes high voltage before executing subsequent driver operations. Ineffective power-on of the main drive high-voltage system during non-driving states can easily lead to safety hazards such as incorrect power output. Furthermore, the meaningless operation of high-voltage components increases overall vehicle energy consumption. Second, the vehicle's low-voltage power supply relies solely on the low-voltage battery. During non-driving states such as parking, the low-voltage battery cannot be recharged by the main drive battery. To ensure the stability of low-voltage power supply, large-capacity low-voltage batteries must be used, directly resulting in high vehicle manufacturing costs. Third, a uniform high-voltage power-on logic is used across different operating scenarios such as charging, parking, and driving. Differentiated power supply control for the high-voltage system is not implemented based on scenario requirements. Redundant power-on of the main drive high-voltage system during charging not only serves no practical purpose but also increases the probability of high-voltage component failures and fails to balance driving comfort and ease of operation.

[0004] To address the problems existing in the above-mentioned technologies, there is an urgent need for a new high-voltage power supply control method for new energy vehicles, which can achieve independent control of the main drive high voltage and the auxiliary drive high voltage, while taking into account the multiple requirements of vehicle high voltage control safety, driving comfort and cost control. Summary of the Invention

[0005] To address the aforementioned technical problems, embodiments of the present invention provide a control method and electronic device with dual high-voltage power supply modes. This method enables the vehicle to have two independent power supply states: auxiliary drive high voltage and main drive high voltage. It adapts to two vehicle operating modes: discharging and charging, each corresponding to different power-on and power-off control processes, and independently controls the auxiliary drive high voltage and main drive high voltage.

[0006] In a first aspect, the present invention provides a control method for dual high-voltage power supply modes, the method comprising the following steps:

[0007] After the vehicle is woken up by the key or charging gun, the vehicle controller is powered on and initialized. It identifies and determines the current working mode based on the wake-up source, and at the same time completes the wake-up, initialization and self-test of the corresponding controller to prepare for the subsequent high-voltage control process.

[0008] According to the determined current working mode, the corresponding high-voltage process is executed. If it is the discharge mode, the high-voltage control process for the discharge mode is executed; if it is the charging mode, the high-voltage control process for the charging mode is executed, so that the vehicle enters the corresponding high-voltage working state.

[0009] After the high voltage is applied and the vehicle is in a high voltage state, when the high voltage triggering condition is met, the corresponding high voltage reduction process is executed. In discharge mode, the high voltage control process in discharge mode is executed, and in charging mode, the high voltage control process in charging mode is executed. After the high voltage is disconnected and safely discharged, the vehicle enters a low voltage state.

[0010] Optionally, the four control processes are mutually exclusive and progressive in execution. The control processes of the discharge mode and the charging mode will not be triggered simultaneously. The upper high voltage control process is the initial execution process in the corresponding mode. The lower high voltage control process will only be executed when the triggering conditions are met after the upper high voltage control process in the corresponding mode has been completed and the vehicle has entered the high voltage state.

[0011] Optionally, the high-voltage control process in the discharge mode includes the following steps:

[0012] The vehicle is woken up by the key and initialized, and then enters the discharge mode. At the same time, the power battery controller and the motor controller are woken up and initialized.

[0013] When the key is switched to the ON position, the vehicle controller controls the power battery discharge circuit contactor to close, completing the preparation before the auxiliary drive high voltage is powered on.

[0014] The vehicle controller closes the auxiliary contactor and completes the DC-DC high-voltage readiness test within the safe waiting time, putting the vehicle into the auxiliary drive high-voltage state.

[0015] Switch the key to the START position. Under safe conditions, the main drive pre-charge and main positive contactor will be closed, bringing the vehicle into a high-voltage state.

[0016] Optionally, the high-voltage control process in the discharge mode includes the following steps:

[0017] When the vehicle is under high voltage in the auxiliary drive or high voltage state, if the key is detected to be off or a serious malfunction occurs, the high voltage reduction process is initiated and a high voltage reduction command is sent.

[0018] After the vehicle controller detects that the speed of the air pump and oil pump and the battery current are all below the threshold and receives a signal that the high voltage can be disconnected, it issues a command to disconnect all contactors.

[0019] Depending on the contactor's open state, the vehicle controller controls the motor to enter either a fast discharge or slow discharge mode.

[0020] After the motor discharges to a safe voltage and speed, the entire vehicle completes the transition from high voltage to low voltage.

[0021] Optionally, the high-voltage control process in the charging mode includes the following steps:

[0022] The vehicle is woken up by the charging gun. The vehicle controller initializes and determines that it has entered the charging mode. It then wakes up and completes the initialization and self-test of the power battery controller.

[0023] The vehicle controller detects the status of the charging contactor, closes the power battery charging circuit contactor, and establishes the high-voltage basic charging circuit.

[0024] The vehicle controller closes the auxiliary contactor and completes the DC-DC high-voltage readiness test within the safe waiting time, and the vehicle enters the auxiliary drive high-voltage state.

[0025] The vehicle maintains an auxiliary drive high voltage state, the power battery is charged, the DC-DC converter continuously supplies power to the low-voltage battery, and the main drive high voltage is not powered at all.

[0026] Optionally, the high-voltage control process in charging mode includes the following steps:

[0027] When the vehicle is in charging mode and the auxiliary high voltage state detects that the charging gun has been pulled out or there is a serious malfunction, it will initiate the high voltage reduction process and send a high voltage reduction preparation command.

[0028] After the vehicle controller detects that the speed of the air pump and oil pump and the battery current are all below the threshold and receives a signal that the high voltage can be disconnected, it issues a command to disconnect the main and auxiliary contactors.

[0029] Once the contactor is detected to be disconnected or the maximum power-down waiting time is reached, the vehicle directly enters a low-voltage state, completing the high-voltage charging process.

[0030] Optionally, when the driver turns the key to the ON position, the vehicle controller sends an enable command for the high-voltage system of the power battery through the vehicle bus. This command is used to control the power battery controller to close the contactor of its internal discharge circuit. After receiving the command, the power battery controller enters the working state and feeds back the actual closing state of the discharge circuit contactor to the vehicle controller. The vehicle controller confirms that the high-voltage circuit on the power battery side is ready based on the feedback state, and then determines the control logic of the subsequent contactors on the vehicle side.

[0031] Optionally, when the vehicle is already in the auxiliary drive high-voltage state or the vehicle high-voltage state, the vehicle controller monitors the key position signal and the vehicle fault signal in real time; once it detects that the driver performs the key power-off operation, or that the vehicle has a serious fault that meets the conditions for high-voltage shutdown, the vehicle controller immediately starts the high-voltage process in the discharge mode and sends a high-voltage shutdown preparation command to each high-voltage component of the vehicle, notifying each system to stop high-voltage operation and prepare to disconnect the high-voltage circuit.

[0032] Optionally, the vehicle controller first detects the current state of the power battery charging contactor. After confirming that the charging contactor is in a closable state, it sends a power battery high-voltage system enable command through the bus to control the power battery controller to close the contactor of its internal charging circuit. After the power battery controller performs the closing action, it feeds back the actual closing state of the charging circuit contactor to the vehicle controller. The vehicle controller confirms that the power battery charging circuit has been normally connected based on the feedback signal and determines the subsequent control commands for the contactors at the vehicle end.

[0033] In a second aspect, an electronic device includes a memory, a processor, and a computer program stored in the memory and executable on the processor, the computer program being configured to implement the steps of the control method for the dual high-voltage power supply mode described above.

[0034] This invention provides a control method and electronic device with dual high-voltage power supply modes. The technical solution provided by the embodiments of this invention brings at least the following beneficial effects:

[0035] (1) Significantly improved safety performance: By independently controlling the high voltage of the main drive and the auxiliary drive, the step-by-step power-on logic is realized, with only the auxiliary drive high voltage being powered on in the ON position and the whole vehicle high voltage being powered on in the START position. In the non-driving state, the main drive high voltage system is not powered on, and the main drive motor has no power output, thus avoiding the safety hazard of power mis-output from the root. At the same time, the main drive high voltage does not participate in the entire process in the charging mode, reducing the risk of failure of high voltage components being ineffectively powered on.

[0036] (2) Achieve cost reduction and efficiency improvement for the whole vehicle: Under the high voltage state of the auxiliary drive, the power battery can continuously supply power to the low voltage battery through the DC to DC rectifier, which replaces the traditional mode of relying solely on large capacity batteries to supply low voltage power. Small capacity batteries can be selected to significantly reduce the manufacturing cost of the whole vehicle, while also ensuring the power stability of the low voltage power supply and avoiding the problem of low voltage power loss.

[0037] (3) Balancing driving comfort and control reliability: In the ON position auxiliary drive high voltage state, auxiliary drive electrical equipment such as air conditioner and heater can work normally without changing the driver's original operating habits, thus improving the driving experience when parking or waiting; at the same time, time thresholds such as safe waiting time and pre-charging time are set in the power-on and power-off process, and a special handling process is designed for abnormal situations such as pre-charging failure and contactor failure to disconnect properly. The perfect fault tolerance mechanism ensures the stability and reliability of the vehicle's high voltage control.

[0038] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and do not limit this application. Attached Figure Description

[0039] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0040] Figure 1 A flowchart illustrating the control method for dual high-voltage power supply mode;

[0041] Figure 2 This is a flowchart illustrating the high-voltage control process in discharge mode.

[0042] Figure 3 This is a flowchart illustrating the high-voltage control process under discharge mode.

[0043] Figure 4 A flowchart illustrating the high-voltage control process in charging mode;

[0044] Figure 5 This is a flowchart illustrating the high-voltage control process in charging mode. Detailed Implementation

[0045] To make the objectives, technical solutions, and advantages of this invention clearer, the invention will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the invention.

[0046] Before describing the technical solution of the present invention in detail, the technical background and technical terms involved in the technical solution will be explained first:

[0047] Auxiliary drive high voltage: This is a high-voltage state that supplies power only to the vehicle's auxiliary drive system. In this state, the main drive high-voltage system is not powered on at all, and there is no high-voltage power supply related to power output. It is the high-voltage state that the vehicle can achieve in all stages of ON (discharge mode) and charging mode. The core power supply objects are the vehicle's auxiliary electrical equipment, including auxiliary drive components such as DC-DC rectifiers, air conditioners, heaters, air pumps, and oil pumps. The power supply logic is that the power battery supplies power to the above-mentioned auxiliary drive components separately through the high-voltage circuit. At the same time, the DC-DC rectifier converts the high-voltage electrical energy of the power battery into low-voltage electrical energy to continuously replenish the vehicle's low-voltage battery. This state does not require the participation of the main drive system. It only requires the closing of the power battery charging / discharging circuit contactor and the auxiliary machine contactor, and the DC-DC rectifier to reach the high-voltage ready state and meet the input voltage conditions. It is the basic state for the vehicle to be powered on at high voltage.

[0048] Vehicle High Voltage: This high-voltage operating state is triggered only in the START position of the discharge mode. It is a complete high-voltage state achieved progressively from the auxiliary drive high-voltage state, and it is also the high-voltage state in which the vehicle has the ability to output power. It maintains power on the auxiliary drive high-voltage system and completes pre-charging of the main drive high-voltage system. The power supply covers both auxiliary drive components and the main drive system (main drive motor, etc.). The triggering logic is as follows: Given that the auxiliary drive high-voltage state has been achieved, the vehicle controller detects safety conditions such as the vehicle being in neutral and the motor having low voltage. It then sends an enable command to the main positive contactor and completes pre-charging of the main drive system. When the motor reaches the high-voltage ready state, the main positive contactor closes, and the motor bus voltage reaches the upper limit of the pre-charging voltage within the pre-charging time, the vehicle enters this state. In this state, the vehicle's main drive motor can operate normally and has the power output capability required for driving. This is the exclusive high-voltage state for vehicle operation in discharge mode.

[0049] Figure 1 This is a flowchart illustrating the control method for dual high-voltage power supply modes. The method comprises four control flows: high voltage application in discharge mode, high voltage application in discharge mode, high voltage application in charging mode, and high voltage application in charging mode. The vehicle controller acts as the core judgment and execution entity, determining and selecting the corresponding control flow based on two core conditions: the vehicle wake-up source and the vehicle's current operating state. The method includes the following steps:

[0050] Step S101: After the vehicle is woken up by the key or charging gun, the vehicle controller is powered on and initialized. It identifies and determines the current working mode based on the wake-up source, and at the same time completes the wake-up, initialization and self-test of the corresponding controller to prepare for the subsequent high-voltage control process.

[0051] Step S102: Execute the corresponding high-voltage control process according to the determined current working mode. If it is the discharge mode, execute the high-voltage control process for the discharge mode; if it is the charging mode, execute the high-voltage control process for the charging mode, so that the vehicle enters the corresponding high-voltage working state.

[0052] Step S103: After the high voltage is applied and the vehicle is in a high voltage state, when the high voltage triggering condition is met, the corresponding high voltage reduction process is executed. In discharge mode, the high voltage control process in discharge mode is executed, and in charging mode, the high voltage control process in charging mode is executed. After the high voltage is disconnected and safely discharged, the vehicle enters a low voltage state.

[0053] In the above steps, the four control flows are mutually exclusive and progressively executed. The control flows for discharge mode and charging mode will not be triggered simultaneously. The upper high-voltage control flow is the initial execution flow in the corresponding mode, and the lower high-voltage control flow will only be executed after the upper high-voltage control flow in the corresponding mode has been completed and the vehicle has entered the high-voltage state, and the triggering conditions are met. When the vehicle is awakened by key insertion, the vehicle controller determines that the vehicle has entered discharge mode and first executes the upper high-voltage control flow for discharge mode. After the vehicle enters the auxiliary drive high-voltage or vehicle high-voltage state, if a key power-off operation or a serious vehicle malfunction is detected, the high-voltage control flow for discharge mode is triggered and executed. When the vehicle is awakened by plugging in the charging gun, the vehicle controller determines that the vehicle has entered charging mode and first executes the upper high-voltage control flow for charging mode. After the vehicle enters the auxiliary drive high-voltage state, if a charging gun removal operation or a serious vehicle malfunction is detected, the high-voltage control flow for charging mode is triggered and executed.

[0054] Figure 2 This is a flowchart illustrating the high-voltage control process in discharge mode, which includes the following steps:

[0055] Step S201: The vehicle is woken up by the key and initialized, and it is determined to enter the discharge mode. At the same time, the power battery controller and motor controller are woken up and initialized.

[0056] After the key is inserted into the vehicle ignition, a wake-up signal is generated. The vehicle controller powers on and completes its own initialization. Then, it determines the current operating mode of the vehicle and confirms that it is in discharge mode. After the vehicle completes low-voltage power-on, the vehicle controller sends a wake-up command to the power battery controller and motor controller via the bus. After receiving the wake-up command, the power battery controller and motor controller complete initialization and self-test operations in sequence. After the self-test is completed, they enter the standby state to prepare for subsequent high-voltage power-on.

[0057] Step S202: Switch the key to the ON position. The vehicle controller controls the power battery discharge circuit contactor to close, completing the preparation before the auxiliary drive high voltage is powered on.

[0058] When the driver turns the key to the ON position, the vehicle controller sends an enable command for the high-voltage system of the power battery through the vehicle bus. This command is used to control the power battery controller to close the contactor of its internal discharge circuit. After receiving the command, the power battery controller enters the working state and feeds back the actual closing state of the discharge circuit contactor to the vehicle controller. Based on this feedback state, the vehicle controller confirms that the high-voltage circuit on the power battery side is ready, and then determines the control logic of the subsequent contactors on the vehicle side.

[0059] Step S203: The vehicle controller closes the auxiliary contactor and completes the DC-DC high-voltage readiness test within the safe waiting time, so that the vehicle enters the auxiliary drive high-voltage state.

[0060] The vehicle controller sends an auxiliary contactor enable command to the multi-function controller. Upon receiving the command, the multi-function controller controls the internal auxiliary contactor to close. The vehicle controller continuously monitors the operating status of the DC-to-DC rectifier. When it detects that the DC-to-DC rectifier is in a high-voltage ready state and the input voltage meets the preset conditions, it determines that the auxiliary drive has successfully reached high voltage, and the vehicle enters the auxiliary drive high-voltage state. The time from the issuance of the high-voltage system enable command of the power battery to the feedback of the normal operating status of the DC-to-DC rectifier must not exceed the preset safety waiting time. If this time is exceeded, it is determined that the pre-charging has failed.

[0061] Step S204: Switch the key to the START position. Under safe conditions, complete the main drive pre-charge and main positive contactor closure to bring the vehicle into a high-voltage state.

[0062] When the driver turns the key to the START position, the vehicle controller first checks whether the vehicle is in neutral and whether the motor is in a low-voltage state. If both conditions are met, it sends an enable command to the main positive contactor. The vehicle controller then enters a pre-charge timer. Within the set pre-charge time, if the motor is detected to be in a high-voltage ready state, the main positive contactor is closed, and the motor bus voltage reaches the upper limit of the pre-charge voltage, the vehicle is considered to have successfully been powered on at high voltage and enters the high-voltage state of the vehicle. If all conditions are not met after the pre-charge time has expired, the pre-charge is considered to have failed, and the vehicle cannot enter the high-voltage state.

[0063] Figure 3 This is a flowchart illustrating the high-voltage control process in discharge mode. The high-voltage control process in discharge mode includes the following steps:

[0064] Step S301: When the vehicle is under high voltage in the auxiliary drive or high voltage state, if the key is detected to be off or a serious fault is detected, the high voltage reduction process is started and a high voltage reduction command is sent.

[0065] When the vehicle is already in the auxiliary drive high-voltage state or the vehicle high-voltage state, the vehicle controller monitors the key position signal and the vehicle fault signal in real time. Once it detects that the driver performs the key power-off operation, or that the vehicle has a serious fault that meets the conditions for high-voltage shutdown, the vehicle controller immediately starts the high-voltage process in the discharge mode and sends a "prepare to shut down high voltage" command to each high-voltage component of the vehicle, notifying each system to stop high-voltage operation and prepare to disconnect the high-voltage circuit.

[0066] Step S302: After the vehicle controller detects that the speed of the air pump and oil pump and the battery current are all below the threshold and receives a signal that the high voltage can be disconnected, it issues a command to disconnect all contactors.

[0067] The vehicle controller begins to detect the preconditions for high voltage, and collects the air pump speed, oil pump speed, and power battery current values ​​in real time to determine whether the above parameters are all less than their respective preset safety thresholds; at the same time, it waits for the fuel cell controller to send a signal that allows high voltage disconnection; when all threshold conditions are met and the disconnection signal is received, the vehicle controller sends the battery main negative contactor enable / disable command, the main positive contactor enable / disable command, and the auxiliary contactor enable / disable command through the bus, controlling all high voltage contactors to perform disconnection actions.

[0068] Step S303: Based on the contactor's open state, the vehicle controller controls the motor to enter either a fast discharge or slow discharge mode.

[0069] The vehicle controller continuously monitors the feedback status of the main positive contactor and the main negative contactor. If it detects that the main positive contactor or the main negative contactor has been disconnected, it immediately controls the motor to enter the fast discharge state. If the main positive contactor or the main negative contactor is not detected to be disconnected within the longest waiting time reserved for contactor disconnection, the vehicle controller does not send a fast discharge command and directly controls the motor to enter the slow discharge state to avoid discharge impact and high voltage risk.

[0070] Step S304: After the motor discharges to a safe voltage and speed, the entire vehicle completes the high-voltage shutdown and enters a low-voltage state.

[0071] During the rapid discharge of the motor, the vehicle controller continuously monitors the motor voltage and motor speed. When the motor voltage drops below the preset safe voltage value and the motor speed drops below the preset safe speed value, it is determined that the high-voltage discharge is completed, the vehicle successfully exits the high-voltage state, and then enters the low-voltage state. If the motor performs slow discharge, the vehicle directly enters the low-voltage state after the discharge is completed, thus completing the high-voltage process in the entire discharge mode.

[0072] Figure 4 This is a flowchart illustrating the high-voltage control process in charging mode. The high-voltage control process in charging mode includes the following steps:

[0073] Step S401: The vehicle is woken up by the charging gun, the vehicle controller initializes and determines that it has entered the charging mode, wakes up and completes the initialization and self-test of the power battery controller.

[0074] The driver inserts the charging gun into the vehicle's charging port. The charging gun connection signal triggers the vehicle to wake up, and the vehicle controller powers on and completes its own initialization. Subsequently, the vehicle controller determines that the vehicle is in charging mode based on the wake-up source and the status of the charging port. After the vehicle completes low-voltage power-on, the vehicle controller wakes up the power battery controller via the bus. After receiving the wake-up signal, the power battery controller performs initialization and completes self-test. After passing the self-test, it enters the working state, preparing for high-voltage power-on.

[0075] Step S402: The vehicle controller detects the status of the charging contactor, closes the power battery charging circuit contactor, and establishes the high-voltage basic charging circuit.

[0076] The vehicle controller first detects the current status of the power battery charging contactor. After confirming that the charging contactor is in a closable state, it sends a power battery high-voltage system enable command through the bus to control the power battery controller to close the contactor of its internal charging circuit. After the power battery controller performs the closing action, it feeds back the actual closing status of the charging circuit contactor to the vehicle controller. The vehicle controller confirms that the power battery charging circuit has been normally connected based on the feedback signal and determines the subsequent control commands for the contactors on the vehicle side.

[0077] Step S403: The vehicle controller closes the auxiliary contactor and completes the DC-DC high-voltage readiness test within the safe waiting time, and the vehicle enters the auxiliary drive high-voltage state.

[0078] The vehicle controller sends an enable command to the auxiliary contactor. After receiving the command, the multi-function controller controls the internal auxiliary contactor to close. The vehicle controller continuously monitors the operating status of the DC-to-DC rectifier. When it detects that the DC-to-DC rectifier is in a high-voltage ready state and the input voltage meets the preset operating conditions, it determines that the auxiliary drive has successfully reached high voltage, and the vehicle enters the auxiliary drive high-voltage state in charging mode. The time from the issuance of the enable command for the high-voltage system of the power battery to the feedback of the normal operating status of the DC-to-DC rectifier must not exceed the preset safe waiting time. If this time is exceeded, it is determined that the pre-charging has failed.

[0079] Step S404: The vehicle maintains the auxiliary drive high voltage state, the power battery is charged, the DC-DC converter continuously supplies power to the low voltage battery, and the main drive high voltage is not powered throughout the process.

[0080] After the vehicle enters the auxiliary drive high-voltage state, it maintains this high-voltage mode. The power battery receives external power through the charging circuit for charging, while the main drive high-voltage system remains disconnected and does not participate in the charging process. At the same time, the DC-to-DC rectifier continuously converts the high voltage of the power battery into low-voltage power to provide stable power to the low-voltage battery. The vehicle controller continuously monitors the charging gun connection status, the power battery status, and the vehicle fault status to maintain the normal operation of the charging process and wait for the high-voltage trigger condition.

[0081] Figure 5 This is a flowchart illustrating the high-voltage control process in charging mode. The high-voltage control process in charging mode includes the following steps:

[0082] Step S501: When the vehicle is in charging mode and the auxiliary drive is in high voltage state, if the charging gun is detected to be unplugged or there is a serious malfunction, the high voltage reduction process is started and a high voltage reduction command is sent.

[0083] When the vehicle is in the auxiliary high-voltage state of charging mode and the power battery is charging normally, the vehicle controller monitors the charging gun connection signal and the vehicle fault signal in real time. Once it is detected that the charging gun has been pulled out, or the vehicle has a serious fault that meets the conditions for charging to the high voltage, the vehicle controller immediately starts the high voltage process in charging mode and sends a "prepare to charge to the high voltage" command to each high voltage system, stops charging and prepares to disconnect the high voltage circuit.

[0084] Step S502: After the vehicle controller detects that the speed of the air pump and oil pump and the battery current are all below the threshold and receives a signal that the high voltage can be disconnected, it issues a command to disconnect the main and auxiliary contactors.

[0085] The vehicle controller detects all the prerequisites required for high voltage charging, collects the air pump speed, oil pump speed, and power battery current in real time, and determines whether they are all less than the preset threshold. At the same time, it waits for the fuel cell controller to give feedback of a signal that allows high voltage to be disconnected. When all conditions are met, the vehicle controller sends the battery main negative contactor enable and close command and the auxiliary contactor enable and close command through the bus, controlling the corresponding contactors to perform the disconnection action and cut off the high voltage charging circuit.

[0086] Step S503: After detecting that the contactor is disconnected or the longest power-down waiting time has been reached, the vehicle directly enters the low-voltage state, completing the high-voltage charging process.

[0087] The vehicle controller continuously monitors the disconnection status of the main positive contactor and the auxiliary contactor. When it detects that both the main positive contactor and the auxiliary contactor are disconnected, it determines that the high voltage of the charging circuit has been safely cut off, and the vehicle enters the low voltage state. If the contactor disconnection condition is not met within the preset maximum power-down waiting time, in order to ensure high voltage safety, the vehicle controller forcibly controls the vehicle to directly enter the low voltage state, terminates the high voltage power supply in the charging mode, and completes the entire high voltage down charging process.

[0088] The following specific application examples will be used to describe the four control processes mentioned above in detail.

[0089] (1) High-voltage control process in discharge mode

[0090] When the key is inserted, the vehicle is awakened. The VCU initializes and determines that it is in discharge mode, completing low-voltage power-on and waking up the BMS and MCU to complete initialization and self-test. The driver inserts the key into the ignition and rotates it to the wake-up position, triggering the VCU to power on. The VCU immediately performs internal initialization, including port configuration, fault clearing, and state machine reset. Subsequently, based on the wake-up source being the key signal, the VCU determines that the vehicle has entered discharge mode. The VCU controls the power-on of the vehicle's low-voltage system, with the 12V low-voltage power supply powering each controller. Simultaneously, the VCU sends wake-up messages to the BMS and MCU via the CAN bus. Upon receiving the wake-up signal, the BMS completes hardware initialization, voltage acquisition, insulation detection, and fault self-test; the MCU completes drive initialization, rotor position detection, and overcurrent self-test. After both self-tests are successful, they send a "initialization complete" signal back to the VCU via the CAN bus, and the vehicle enters the high-voltage power-on preparation state.

[0091] When the key is turned to the ON position, the VCU sends a high-voltage enable command to the power battery, and the BMS closes the discharge circuit contactor and reports the status. When the driver turns the key to the ON position, the VCU detects a valid ON signal. The VCU sends a high-voltage system enable command to the BMS via the CAN bus, instructing the BMS to close the internal discharge circuit contactor. The BMS executes the drive output, controlling the main negative contactor of the discharge circuit to engage. After engagement, the BMS checks the contact status and reports "Discharge circuit contactor closed" to the VCU. The VCU confirms this status is valid, determines that the high-voltage circuit on the power battery side is ready, and prepares to enter auxiliary drive high-voltage control.

[0092] The VCU sends an auxiliary contactor command, the multi-function controller closes the auxiliary contactor, the VCU detects DC-DC high voltage readiness, and enters the auxiliary drive high voltage state within a safe waiting time. The VCU sends an auxiliary contactor enable command to the multi-function controller. The multi-function controller's internal logic drives the auxiliary contactor to engage. The VCU begins real-time monitoring of the DC-DC rectifier's status messages, including the high voltage readiness flag and input voltage value. The safe waiting time is set to 1000ms. Timing begins from the BMS high voltage enable command. If, within 1000ms, the VCU detects DC-DC high voltage readiness at position 1 and the DC-DC input voltage reaches more than 95% of the power battery voltage, the auxiliary drive high voltage is considered successfully applied, and the vehicle enters the auxiliary drive high voltage state. At this time, the air conditioner, heater, air pump, and oil pump can all operate, and the DC-DC converter converts the high voltage to 12V to continuously charge the low-voltage battery. If the conditions are not met within 1000ms, the pre-charging is considered a failure, the VCU reports a fault, and power-on is prohibited.

[0093] When the key is turned to the START position, the VCU detects the neutral position and the low-voltage status of the motor, completes the main drive pre-charge, and closes the main positive contactor, putting the vehicle into a high-voltage state. When the driver depresses the brake pedal and turns the key to the START position, the VCU first checks the gear position signal to confirm neutral, and simultaneously checks the motor status feedback from the MCU, indicating low voltage rather than high-voltage ready. Once these conditions are met, the VCU synchronously sends the main positive contactor enable command and the pre-charge start command to the BMS and MCU. The system enters the pre-charge timing, set to 500ms. Within 500ms, the MCU controls the bus pre-charge, and the VCU continuously monitors the motor bus voltage. When the motor bus voltage reaches more than 95% of the power battery voltage, the MCU reports "high-voltage ready," and the main positive contactor engages, the pre-charge is successful. The VCU determines that the vehicle has entered a high-voltage state, the instrument panel reports READY, and the vehicle has driving power. If the voltage condition is not met or the high-voltage ready signal is not received within 500ms, the pre-charge is considered a failure, the VCU disconnects all contactors, and enters fault protection.

[0094] (2) High-voltage control process in discharge mode

[0095] When the vehicle is under auxiliary drive high voltage or full vehicle high voltage, the VCU detects the key being powered off or a serious fault, initiates the high voltage reduction process, and sends a "prepare to reduce high voltage" command. If the vehicle is in a full vehicle high voltage state while in motion, and the driver turns the key back to the OFF position, the VCU detects the key being powered off. Alternatively, if a serious fault occurs in the vehicle (such as insulation fault, overcurrent, or contactor sticking), the VCU internally determines that high voltage reduction is necessary. Regardless of the triggering condition, the VCU immediately enters the high voltage process in discharge mode, sending a "prepare to reduce high voltage" command to the entire network via the CAN bus, notifying the BMS, MCU, and all-in-one controller to stop high voltage output and disable load enable.

[0096] After the VCU detects that the air pump speed, oil pump speed, and battery current are all below the threshold, and the FCU allows high-voltage disconnection, it sends a shutdown command to the main negative, main positive, and auxiliary machine contactors. The VCU begins detecting the high-voltage preconditions: it collects the air pump speed and checks if it is less than 500 r / min; it collects the oil pump speed and checks if it is less than 300 r / min; it collects the battery current fed back by the BMS and checks if it is less than 5A. Simultaneously, the VCU waits for the FCU to return a "high-voltage disconnection allowed" signal. When all conditions are met, the VCU sequentially sends commands: shutting off the main negative battery contactor, shutting off the main positive battery contactor, and shutting off the auxiliary machine contactor. All contactors then disconnect, cutting off the high-voltage circuit output.

[0097] The VCU controls the motor to enter rapid discharge mode based on the contactor's open state; if the contactor does not open within the timeout period, it enters slow discharge mode. The VCU monitors the status feedback of the main positive and main negative contactors in real time. If either contactor is detected to be open, the VCU immediately sends a rapid discharge command to the MCU, and the MCU controls the motor to short-circuit and discharge the three phases, quickly releasing the residual power on the bus. If, starting from the timeout command, the maximum timeout period of 3000ms for contactor openness is not detected and the main positive or main negative contactor is not detected to be open, the VCU determines that there may be a risk of contactor sticking, stops sending rapid discharge commands, and directly controls the MCU to enter slow discharge mode, discharging slowly through the internal energy dissipation resistor to avoid strong current surges.

[0098] When the motor voltage and speed drop below the safe voltage and speed, the vehicle enters a low-voltage state; slow discharge directly enters a low-voltage state. In fast discharge mode, the VCU continuously monitors the motor voltage and speed. When the motor voltage drops below the safe voltage of 50V and the motor speed drops below the safe speed of 10r / min, the VCU determines that the high voltage has been completely released, the vehicle's high-voltage reduction process is complete, and it switches to a low-voltage state. In slow discharge mode, after discharge, the VCU directly controls the vehicle to enter a low-voltage state, all high-voltage controllers go into sleep mode, and the high-voltage reduction process ends.

[0099] (3) High voltage control process in charging mode

[0100] When the charging gun is plugged in, the vehicle is activated. The VCU initializes and determines that it is in charging mode. After low-voltage power-on, the BMS is activated and completes initialization and self-test. The driver inserts the DC charging gun into the vehicle's charging port, and a charging wake-up signal is sent to the VCU. The VCU powers on and completes initialization. The VCU determines that the vehicle has entered charging mode based on the charging connection confirmation signal (CC signal) and the wake-up source. The VCU controls the vehicle to power on at low voltage and wakes up the BMS via the CAN bus. The BMS completes initialization, cell voltage acquisition, temperature detection, insulation detection, and charging permission determination. After a successful self-test, it sends a "charging mode ready" message to the VCU.

[0101] The VCU detects the charging contactor status and sends a high-voltage enable command. The BMS closes the charging circuit contactor and provides feedback. The VCU first reads the charging contactor status from the BMS to confirm it is open. Then, the VCU sends a high-voltage system enable command (dedicated to charging) to the BMS. The BMS drives the charging circuit contactor to close, shutting down the high-voltage charging circuit. After closing, the BMS sends feedback to the VCU that "the charging circuit contactor is closed," and the VCU confirms that the high-voltage basic charging circuit has been established.

[0102] The VCU sends an auxiliary contactor command to detect the DC-DC high-voltage readiness and completes the auxiliary drive high-voltage power-on within the safe waiting time. The VCU sends an auxiliary contactor enable command to the multi-function controller, which closes the auxiliary contactor. The VCU starts a 1000ms safe waiting timer to monitor the DC-DC status. If the DC-DC high-voltage readiness and normal input voltage are detected within 1000ms, the auxiliary drive high-voltage power-on is considered successful, and the vehicle enters the charging mode auxiliary drive high-voltage state. At this time, the DC-DC continuously supplies power to the low-voltage battery to ensure that the low-voltage battery does not run out of power during the charging process. If the timeout is exceeded, the pre-charging is considered a failure, and charging is stopped.

[0103] The vehicle maintains high voltage for the auxiliary drive, the power battery enters the charging state, and the main drive remains unpowered throughout the process. The VCU continuously monitors the charging and fault status. After entering the high voltage state for the auxiliary drive, the BMS establishes communication with the charging pile, closes the charging circuit, and the power battery begins to receive electrical energy for charging. The main drive high voltage system remains disconnected throughout the process, without power, pre-charging, or power output. The DC-DC converter continues to operate, converting the high voltage to 12V to replenish the low-voltage battery. The VCU continuously monitors the charging gun connection status, battery voltage, current, temperature, and fault codes. If overvoltage, overcurrent, overheating, or communication loss occurs, the high voltage charging process is immediately triggered.

[0104] (4) High voltage control process in charging mode

[0105] When the vehicle is in a high-voltage charging auxiliary drive state, the VCU detects that the charging gun has been unplugged or a serious malfunction has occurred, and initiates the high-voltage charging de-energization process. When the power battery is in a normal charging process, the vehicle maintains a high-voltage auxiliary drive state. If the driver directly unplugs the charging gun, the CC signal is disconnected, and the VCU detects the unplugging; or if a serious malfunction occurs in the vehicle (such as charging overcurrent, contactor abnormality, or insulation fault), the VCU immediately initiates the high-voltage charging process, sending a "prepare to de-energize" command to the entire network, notifying the BMS to stop charging and the multi-function controller to shut down the auxiliary motor output.

[0106] After the VCU detects that the air pump, oil pump, and battery current meet the thresholds and the FCU allows disconnection, it sends a command to close the main and auxiliary motor contactors. The VCU checks that the air pump speed is ≤500 r / min, the oil pump speed is ≤300 r / min, and the battery current is ≤5A, and waits for the FCU to respond with "high voltage disconnection allowed". Once all conditions are met, the VCU sends a command to close the main and auxiliary motor contactors. The BMS and multi-function controller then disconnect, cutting off the charging high-voltage circuit and the auxiliary drive high-voltage circuit.

[0107] The VCU detects that both the main positive and auxiliary contactors are open, or that the maximum power-down waiting time has been reached, before the vehicle enters a low-voltage state, completing the high-voltage charging process. The VCU continuously monitors the contactor status. If it detects that both the main positive and auxiliary contactors are open, it determines that the high voltage has been safely disconnected, the vehicle enters a low-voltage state, and the charging process ends. If the disconnection condition is not met after waiting for more than 5000ms (the maximum power-down waiting time), to prevent high-voltage hazards, the VCU forcibly executes protection logic, directly cutting off the high-voltage power supply and putting the vehicle into a low-voltage state, thus completing the high-voltage charging process.

[0108] In summary, the dual high-voltage power supply mode control method and electronic equipment of the present invention realize the step-by-step switching of the high-voltage state of the whole vehicle and the differentiated power supply for different scenarios by independently controlling the main drive high voltage and the auxiliary drive high voltage. This significantly improves the safety of the vehicle's high-voltage control. The traditional control logic of low voltage in the ON position and high voltage in the START position is optimized to high voltage for the auxiliary drive in the ON position and high voltage for the entire vehicle in the START position. In the ON position with high voltage for the auxiliary drive, the main drive high-voltage system is never powered, the main drive motor cannot work, and the vehicle has no power output. This fundamentally avoids the safety hazard of incorrect power output when not in motion, and also reduces the ineffective losses of high-voltage components. It achieves cost reduction and efficiency improvement for the entire vehicle. In the auxiliary drive high-voltage state, the power battery can continuously provide energy to the low-voltage battery through a DC-DC rectifier. The vehicle's low-voltage power supply system is replaced by the power battery, eliminating the need for a separate large-capacity low-voltage battery. Therefore, a smaller capacity low-voltage battery can be selected, significantly reducing the vehicle's manufacturing cost. Simultaneously, the continuous replenishment of the power battery ensures the stability of the low-voltage power supply, avoiding the problem of low-voltage depletion. It also ensures driving comfort and operational convenience. In the ON position with high voltage for the auxiliary drive, the vehicle's air conditioning, Auxiliary drive electrical equipment such as heaters can operate normally without starting the vehicle's high voltage, completely preserving the driver's original driving habits and effectively improving the driving experience when parked or waiting. It achieves scenario-based adaptive control of the high voltage system, allowing the vehicle to automatically execute corresponding power-on and power-off procedures based on different operating modes of discharging and charging. In charging mode, only the auxiliary drive high voltage is powered on, while the main drive high voltage system remains uninvolved, reducing ineffective power-on of high voltage components, lowering overall vehicle energy consumption, and avoiding the risk of main drive high voltage system failure during charging, thus improving the reliability of the high voltage system. A comprehensive fault tolerance and anomaly handling mechanism is in place, with specific time thresholds set for safe waiting time, pre-charging time, maximum contactor disconnection time, and maximum power-off waiting time during power-on and power-off processes. Corresponding handling procedures are also set for abnormal situations such as pre-charging failure and contactor failure to disconnect properly, effectively preventing power-on and power-off failures due to single component malfunctions and ensuring the stability and reliability of the entire vehicle's power-on and power-off process.

[0109] The present invention provides an electronic device comprising: at least one processor; and a memory communicatively connected to the at least one processor; wherein the memory stores instructions executable by the at least one processor, the instructions being executed by the at least one processor to enable the at least one processor to perform the control method of the dual high-voltage power supply mode described above.

[0110] The present invention may also provide a storage medium, which may be a computer-readable storage medium having computer-readable program instructions (i.e., a computer program) stored thereon, the computer-readable program instructions being used to execute the control method of the dual high-voltage power supply mode described above.

[0111] The computer-readable storage medium provided by this invention may be, for example, a USB flash drive, but is not limited to, electrical, magnetic, optical, electromagnetic, infrared, or semiconductor systems or devices, or any combination thereof. More specific examples of a computer-readable storage medium may include, but are not limited to: an electrical connection having one or more wires, a portable computer disk, a hard disk, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fiber, portable compact disk read-only memory (CD-ROM), optical storage device, magnetic storage device, or any suitable combination thereof. In this embodiment, the computer-readable storage medium may be any tangible medium containing or storing a program that can be used by or in conjunction with an instruction execution system or device. The program code contained on the computer-readable storage medium may be transmitted using any suitable medium, including but not limited to: wires, optical cables, RF (Radio Frequency), etc., or any suitable combination thereof.

[0112] The specific embodiments described above do not constitute a limitation on the scope of protection of this disclosure. Those skilled in the art should understand that various modifications, combinations, sub-combinations, and substitutions can be made according to design requirements and other factors. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this disclosure should be included within the scope of protection of this disclosure.

Claims

1. A control method for dual high-voltage power supply modes, characterized in that, The method includes the following steps: After the vehicle is woken up by the key or charging gun, the vehicle controller is powered on and initialized. It identifies and determines the current working mode based on the wake-up source, and at the same time completes the wake-up, initialization and self-test of the corresponding controller to prepare for the subsequent high-voltage control process. The corresponding high-voltage process is executed according to the determined current working mode. If it is the discharge mode, the high-voltage control process for the discharge mode is executed. If it is in charging mode, the high-voltage control process in charging mode is executed to put the vehicle into the corresponding high-voltage working state. After the high voltage is applied and the vehicle is in a high voltage state, when the high voltage triggering condition is met, the corresponding high voltage reduction process is executed. In discharge mode, the high voltage control process in discharge mode is executed, and in charging mode, the high voltage control process in charging mode is executed. After the high voltage is disconnected and safely discharged, the vehicle enters a low voltage state.

2. The control method for dual high-voltage power supply modes according to claim 1, characterized in that, The four control processes are mutually exclusive and progressive in execution. The control processes of the discharge mode and the charging mode will not be triggered simultaneously. The upper high voltage control process is the initial execution process in the corresponding mode. The lower high voltage control process will only be executed when the upper high voltage control process in the corresponding mode is completed and the vehicle enters the high voltage state, and the triggering conditions are met.

3. The control method for dual high-voltage power supply modes according to claim 1, characterized in that, The high-voltage control process in the discharge mode includes the following steps: The vehicle is woken up by the key and initialized, and then enters the discharge mode. At the same time, the power battery controller and the motor controller are woken up and initialized. When the key is switched to the ON position, the vehicle controller controls the power battery discharge circuit contactor to close, completing the preparation before the auxiliary drive high voltage is powered on. The vehicle controller closes the auxiliary contactor and completes the DC-DC high-voltage readiness test within the safe waiting time, putting the vehicle into the auxiliary drive high-voltage state. Switch the key to the START position. Under safe conditions, the main drive pre-charge and main positive contactor will be closed, bringing the vehicle into a high-voltage state.

4. The control method for dual high-voltage power supply modes according to claim 1, characterized in that, The high-voltage control process in the discharge mode includes the following steps: When the vehicle is under high voltage in the auxiliary drive or high voltage state, if the key is detected to be off or a serious malfunction occurs, the high voltage reduction process is initiated and a high voltage reduction command is sent. After the vehicle controller detects that the speed of the air pump and oil pump and the battery current are all below the threshold and receives a signal that the high voltage can be disconnected, it issues a command to disconnect all contactors. Depending on the contactor's open state, the vehicle controller controls the motor to enter either a fast discharge or slow discharge mode. After the motor discharges to a safe voltage and speed, the entire vehicle completes the transition from high voltage to low voltage.

5. The control method for dual high-voltage power supply modes according to claim 1, characterized in that, The high-voltage control process in the charging mode includes the following steps: The vehicle is woken up by the charging gun. The vehicle controller initializes and determines that it has entered the charging mode. It then wakes up and completes the initialization and self-test of the power battery controller. The vehicle controller detects the status of the charging contactor, closes the power battery charging circuit contactor, and establishes the high-voltage basic charging circuit. The vehicle controller closes the auxiliary contactor and completes the DC-DC high-voltage readiness test within the safe waiting time, and the vehicle enters the auxiliary drive high-voltage state. The vehicle maintains an auxiliary drive high voltage state, the power battery is charged, the DC-DC converter continuously supplies power to the low-voltage battery, and the main drive high voltage is not powered at all.

6. The control method for dual high-voltage power supply modes according to claim 1, characterized in that, The high-voltage control process in charging mode includes the following steps: When the vehicle is in charging mode and the auxiliary high voltage state detects that the charging gun has been pulled out or there is a serious malfunction, it will initiate the high voltage reduction process and send a high voltage reduction preparation command. After the vehicle controller detects that the speed of the air pump and oil pump and the battery current are all below the threshold and receives a signal that the high voltage can be disconnected, it issues a command to disconnect the main and auxiliary contactors. Once the contactor is detected to be disconnected or the maximum power-down waiting time is reached, the vehicle directly enters a low-voltage state, completing the high-voltage charging process.

7. The control method for dual high-voltage power supply modes according to claim 3, characterized in that, When the driver turns the key to the ON position, the vehicle controller sends an enable command for the high-voltage system of the power battery through the vehicle bus. This command is used to control the power battery controller to close the contactor of its internal discharge circuit. After receiving the command, the power battery controller enters the working state and feeds back the actual closing state of the discharge circuit contactor to the vehicle controller. Based on this feedback state, the vehicle controller confirms that the high-voltage circuit on the power battery side is ready, and then determines the control logic of the subsequent contactors on the vehicle side.

8. The control method for dual high-voltage power supply modes according to claim 4, characterized in that, When the vehicle is already in the auxiliary drive high-voltage state or the vehicle high-voltage state, the vehicle controller monitors the key position signal and the vehicle fault signal in real time. Once it detects that the driver performs the key power-off operation, or that the vehicle has a serious fault that meets the conditions for high-voltage shutdown, the vehicle controller immediately starts the high-voltage process in the discharge mode and sends a high-voltage shutdown preparation command to each high-voltage component of the vehicle, notifying each system to stop high-voltage operation and prepare to disconnect the high-voltage circuit.

9. The control method for dual high-voltage power supply modes according to claim 5, characterized in that, The vehicle controller first detects the current status of the power battery charging contactor. After confirming that the charging contactor is in a closable state, it sends a power battery high-voltage system enable command through the bus to control the power battery controller to close the contactor of its internal charging circuit. After the power battery controller performs the closing action, it feeds back the actual closing status of the charging circuit contactor to the vehicle controller. The vehicle controller confirms that the power battery charging circuit has been normally connected based on the feedback signal and determines the subsequent control commands for the contactors on the vehicle side.

10. An electronic device, characterized in that, The device includes a memory, a processor, and a computer program stored in the memory and executable on the processor, the computer program being configured to implement the steps of the control method for dual high-voltage power supply modes as described in any one of claims 1 to 9.

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