Electric all-terrain vehicle and method of controlling the same

Abstract

The application provides an electric all-terrain vehicle and a control method thereof. In the electric all-terrain vehicle, a power battery, a high-voltage on-board charger assembly and a motor controller are all equipped with high-voltage connectors, the high-voltage connector of the power battery has a battery interlock interface, the high-voltage connector of the high-voltage on-board charger assembly has a conversion interlock interface, and the high-voltage connector of the motor controller has a driving interlock interface; wherein a battery management system, the battery interlock interface, the conversion interlock interface and the driving interlock interface are connected in series in sequence and form a first interlock loop; when the first interlock loop is disconnected and the power battery is in a discharging state, the battery management system controls the power battery to stop discharging, so that the electric all-terrain vehicle is switched from a powered-on state to a powered-off state, thereby avoiding the generation of safety risks and ensuring the electrical safety of the vehicle and the personal safety of the user.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, specifically to an electric all-terrain vehicle and its control method. Background Technology

[0002] With the continuous development of all-terrain vehicles, electric all-terrain vehicles have gradually appeared on the market. Their voltage platforms cover high voltages such as 72V and 350V, and the current of the drive circuit has also increased to hundreds of amperes. In electric all-terrain vehicles, high-voltage connectors play a role in energy transfer.

[0003] Because all-terrain vehicles typically operate on unpaved roads in complex and varied environments, ensuring stable connections with high-voltage connectors presents a significant challenge. Under high voltage and high current conditions, poor contact in the high-voltage connector can easily lead to arcing, causing overheating damage to components or even burning out the entire vehicle. Disconnecting the high-voltage connector while the vehicle remains powered on could also result in electric shock to the user. Therefore, ensuring the electrical safety of electric all-terrain vehicles is a pressing issue that needs to be addressed. Summary of the Invention

[0004] Therefore, this application provides an electric all-terrain vehicle with high overall vehicle electrical safety and its control method.

[0005] This application provides an electric all-terrain vehicle, comprising: a frame; a running gear including front wheels and rear wheels disposed under the frame; a drive system including a drive motor, the drive motor being transmittedly connected to at least one of the front wheels and the rear wheels; an electrical system including a vehicle controller and a motor controller, the motor controller being connected to the drive motor to control the operating state of the drive motor, the vehicle controller being capable of controlling the vehicle state of the electric all-terrain vehicle; and a power system including a battery management system, a power battery, and a high-voltage on-board charger assembly, the battery management system being communicatively connected to the vehicle controller, and the high-voltage on-board charger assembly being... The assembly can charge and discharge the power battery and convert electrical energy to distribute electrical energy to the vehicle. The power battery, the high-voltage on-board charger assembly, and the motor controller are all equipped with high-voltage connectors. The high-voltage connector of the power battery has a battery interlock interface, the high-voltage connector of the high-voltage on-board charger assembly has a conversion interlock interface, and the high-voltage connector of the motor controller has a drive interlock interface. The battery management system, the battery interlock interface, the conversion interlock interface, and the drive interlock interface are connected in series to form the first interlock circuit. When the first interlock circuit is broken and the power battery is in a discharging state, the battery management system controls the power battery to stop discharging.

[0006] In one embodiment, the vehicle controller can also acquire the driving speed of the electric all-terrain vehicle; when the first interlock circuit is disconnected and the power battery is in a discharging state, and the driving speed is less than a first preset speed threshold, the vehicle controller outputs an alarm signal and / or sends a power-down control command to the battery management system; when the first interlock circuit is disconnected and the power battery is in a discharging state, and the driving speed is greater than or equal to the first preset speed threshold, the vehicle controller outputs an alarm signal and / or controls the driving speed to decrease to less than a second preset speed threshold within a preset time, and then sends a power-down control command to the battery management system; the power-down control command is used to instruct the battery management system to control the power battery to stop discharging.

[0007] In one embodiment, there are three conversion interlock interfaces: a first conversion interlock interface, a second conversion interlock interface, and a third conversion interlock interface. The battery management system, the battery interlock interface, the first conversion interlock interface, the second conversion interlock interface, and the drive interlock interface are connected in series to form a first interlock circuit. The third conversion interlock interface is connected in series with the vehicle controller to form a second interlock circuit. When the second interlock circuit is disconnected and the power battery is in a discharging state, the battery management system controls the power battery to stop discharging.

[0008] In one embodiment, the vehicle controller can also acquire the driving speed of the electric all-terrain vehicle; when the second interlock circuit is disconnected and the driving speed is greater than or equal to the first preset speed threshold, and the power battery is in a discharging state, the vehicle controller outputs an alarm signal; when the second interlock circuit is disconnected and the driving speed is less than the first preset speed threshold, and the power battery is in a discharging state, the vehicle controller sends a power-down control command to the battery management system; the power-down control command is used to instruct the battery management system to control the power battery to stop discharging.

[0009] In one embodiment, the high-voltage on-board charger assembly is also equipped with a maintenance switch connected in series in the first interlock circuit.

[0010] In one embodiment, the electric all-terrain vehicle also includes a maintenance switch connected in series in the first interlock circuit.

[0011] The second aspect of this application provides a control method for an electric all-terrain vehicle. The electric all-terrain vehicle includes an electrical system and a power supply system. The electrical system includes a vehicle controller and a motor controller. The power supply system includes a battery management system, a power battery, and a high-voltage on-board charger assembly. The battery management system is communicatively connected to the vehicle controller. The power battery, the high-voltage on-board charger assembly, and the motor controller are all equipped with high-voltage connectors. The high-voltage connector of the power battery has a battery interlock interface, the high-voltage connector of the high-voltage on-board charger assembly has a conversion interlock interface, and the high-voltage connector of the motor controller has a drive interlock interface. The battery management system, the battery interlock interface, the conversion interlock interface, and the drive interlock interface are connected in series to form a first interlock circuit. The control method includes: the battery management system detecting the state of the first interlock circuit and the power battery; when the battery management system detects that the first interlock circuit is open and the power battery is in a discharging state, the battery management system controls the power battery to stop discharging.

[0012] In one embodiment, when the battery management system detects that the first interlock circuit is open and the power battery is in a discharging state, the battery management system controls the power battery to stop discharging, including: the vehicle controller acquiring the driving speed of the electric all-terrain vehicle; when the battery management system detects that the first interlock circuit is open and the power battery is in a discharging state, and the vehicle controller determines that the driving speed is less than a first preset speed threshold, the vehicle controller outputs an alarm signal and / or sends a power-down control command to the battery management system; the power-down control command is used to instruct the battery management system to control the power battery to stop discharging; when the battery management system detects that the first interlock circuit is open and the power battery is in a discharging state, and the vehicle controller determines that the driving speed is greater than or equal to the first preset speed threshold, the vehicle controller outputs an alarm signal and / or controls the driving speed to decrease to less than a second preset speed threshold within a preset time, and then sends a power-down control command to the battery management system.

[0013] In one embodiment, there are three interlocking interfaces: a first conversion interlocking interface, a second conversion interlocking interface, and a third conversion interlocking interface. The battery management system, the battery interlocking interface, the first conversion interlocking interface, the second conversion interlocking interface, and the drive interlocking interface are connected in series to form a first interlocking circuit. The third conversion interlocking interface is also connected in series with the vehicle controller to form a second interlocking circuit. The control method further includes: the vehicle controller detecting the state of the second interlocking circuit; when the vehicle controller detects that the second interlocking circuit is open, and the battery management system detects that the power battery is in a discharging state, the battery management system controls the power battery to stop discharging.

[0014] In one embodiment, the control method further includes: the vehicle controller acquiring the driving speed of the electric all-terrain vehicle; when the vehicle controller detects that the second interlock circuit is open and determines that the driving speed is greater than or equal to a first preset speed threshold, and the battery management system detects that the power battery is in a discharging state, the vehicle controller outputs an alarm signal; when the vehicle controller detects that the second interlock circuit is open and determines that the driving speed is less than the first preset speed threshold, and the battery management system detects that the power battery is in a discharging state, the vehicle controller sends a power-down control command to the battery management system; the power-down control command is used to instruct the battery management system to control the power battery to stop discharging.

[0015] Compared with the prior art, this application has at least the following advantages: In this electric all-terrain vehicle, the battery management system, battery interlock interface, conversion interlock interface, and drive interlock interface are connected in series to form an interlock circuit. If a high-voltage controller becomes loose or disconnected, causing the interlock interface to break connection, the interlock circuit will disconnect. Therefore, this electric all-terrain vehicle can detect the connection status of the high-voltage connector by self-checking the connectivity of the interlock circuit, ensuring the reliability of the high-voltage connector connection. Furthermore, when the interlock circuit is disconnected and the power battery is discharging, this electric all-terrain vehicle can also control the power battery to stop discharging, allowing the electric all-terrain vehicle to switch from a powered-on state to a powered-off state, thereby avoiding safety risks and ensuring the electrical safety of the entire vehicle and the personal safety of the user.

[0016] Moreover, the electric all-terrain vehicle of this application forms an interlocking circuit through circuit design, which does not require additional hardware modules to detect whether the high-voltage connector is reliably connected, nor does it require testing each high-voltage connector separately. Therefore, the detection and control of this application is simpler and the cost is lower. Attached Figure Description

[0017] To more clearly illustrate the technical solutions in the embodiments of this application 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 embodiments of this application. For those skilled in the art, other drawings can be obtained based on the provided drawings without creative effort.

[0018] Figure 1 This is a schematic diagram of an electric all-terrain vehicle provided in an embodiment of this application.

[0019] Figure 2 This is a cross-sectional view of an electric all-terrain vehicle provided in an embodiment of this application.

[0020] Figure 3 This is a connection block diagram of an electric all-terrain vehicle provided in an embodiment of this application.

[0021] Figure 4 This is a schematic diagram of a high-voltage connector coming loose.

[0022] Figure 5 This is a schematic diagram of a stable connection of a high-voltage connector.

[0023] Figure 6 This is a schematic diagram of a first interlocking circuit and a second interlocking circuit provided in an embodiment of this application.

[0024] Figure 7 This is a flowchart of a control method for an electric all-terrain vehicle provided in an embodiment of this application.

[0025] Figure 8 This is a flowchart of a control method for an electric all-terrain vehicle provided in another embodiment of this application. Detailed Implementation

[0026] To enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present application, and not all embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative effort should fall within the scope of protection of the present application. Unless otherwise specified, the different embodiments and features described below can be combined with each other.

[0027] In the description of this application, it should be understood that the terms, "upper", "lower", "front", "rear", etc., indicating the orientation or positional relationship are based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this application and simplifying the description, and are not intended to indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application.

[0028] In the description of this application, it should be noted that, unless otherwise expressly specified and limited, the terms "installation," "connection," and "linkage" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection, an electrical connection, or a connection that allows communication between them; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. For those skilled in the art, this is intended to cover a non-exclusive scope. For example, a process, method, system, product, or device that includes a series of steps or modules is not limited to the listed steps or modules, and the specific meaning of the above terms in this application can be understood according to the specific circumstances. The term "comprising" and any variations thereof may optionally include steps or modules not listed, or optionally other steps or modules inherent to these processes, methods, products, or devices.

[0029] Figure 1 A schematic diagram of an electric all-terrain vehicle 100 provided in an embodiment of this application is shown. Figure 2 A cross-sectional view of an electric all-terrain vehicle 100 provided in an embodiment of this application is shown.

[0030] like Figure 1 and Figure 2 As shown, the electric all-terrain vehicle 100 includes: a frame 11, a body panel 12, a running system 13, a drive system 14, a control system 15, an electrical system 16, and a power system 17. To clearly illustrate the technical solution of this application, as shown... Figure 1 As shown, the front-to-back and up-to-down directions of the electric all-terrain vehicle 100 on the horizontal plane are also defined, where the front-to-back direction is the length direction of the electric all-terrain vehicle 100 and the up-to-down direction is the height direction of the electric all-terrain vehicle 100.

[0031] It is understood that the electric all-terrain vehicle 100 may also include other components, such as a charging port 18 into which a charging device can be inserted, or other loads such as an air compressor, water heating, a range extender, and a braking system. For the sake of brevity, this application will not provide examples or descriptions of each component.

[0032] Specifically, the frame 11 forms the main body of the electric all-terrain vehicle 100 and can be used to support the components of the electric all-terrain vehicle 100. The body cover 12 is at least partially disposed on the frame 11 and can be used to cover at least some of the components supported on the frame 11.

[0033] The running gear 13 includes front wheels and rear wheels, which are located below the frame 11. The front and rear wheels can be connected to the frame 11, thereby enabling the entire electric all-terrain vehicle 100 to move.

[0034] The drive system 14 is supported by the frame 11. The drive system 14 includes a drive motor that is drive-connected to at least one of the front and rear wheels, thereby enabling it to move the entire electric all-terrain vehicle 100.

[0035] The control system 15 is mounted on the frame 11 and is used by the user to control the driving status of the electric all-terrain vehicle 100. The control system 15 includes, for example, a key lock cylinder, a maintenance switch K1, a gear shifting mechanism, and a speed control mechanism. The maintenance switch K1 is mainly used to provide the user with an additional power-off method besides the key in case of maintenance or emergency, and to prevent unauthorized power-on. Under normal circumstances, the maintenance switch K1 is in a closed, connected state.

[0036] like Figure 2 and Figure 3 As shown, the electrical system 16 includes a motor controller 161, a vehicle control unit (VCU) 162, and an instrument cluster 163.

[0037] The motor controller 161 is connected to the drive motor and can be used to control the operating state of the drive motor. The motor controller 161 can be, for example, a microcontroller unit (MCU).

[0038] In one embodiment, the electric all-terrain vehicle may further include a speed reducer, and the drive motor, motor controller 161 and speed reducer may be integrated into an electric drive assembly.

[0039] The vehicle controller 162 is used to detect the status signals of the control system 15, switches, etc. in the electric all-terrain vehicle 100. It can also communicate with other controllers such as the motor controller 161 and the battery management system 172 and issue control commands to control the vehicle status of the electric all-terrain vehicle.

[0040] The instrument cluster 163 is mounted in front of the user's line of sight and is used to display relevant information such as the electric all-terrain vehicle 100's speed, battery level, and fault alarm information. The instrument cluster 163 includes, for example, a display screen and indicator lights.

[0041] The power system 17 includes a power battery 171, a battery management system (BMS) 172, and a high-voltage on-board charger assembly 173.

[0042] Among them, the power battery 171 is a high-voltage battery, and the power battery 171 is connected to the battery management system 172. The battery management system 172 can be used to manage the state of the power battery 171.

[0043] The high-voltage on-board charger assembly 173 integrates an on-board charger (OBC), a DC-DC converter, and a high-voltage power distribution unit (PDU), and can therefore also be called a vehicle power three-in-one (Conversion & Distribution Unit, CDU). The high-voltage on-board charger assembly 173 is connected to the power battery 171, which can provide power to the electric all-terrain vehicle 100 through the DC-DC converter and high-voltage power distribution unit in the high-voltage on-board charger assembly 173. External power sources charge the power battery 171 through the on-board charger in the high-voltage on-board charger assembly 173. The high-voltage on-board charger assembly 173 is responsible for charging, discharging, and converting the power battery 171, distributing power to the entire vehicle.

[0044] For ease of maintenance, the high-voltage vehicle charger assembly 173 also has a maintenance port on its outer casing. When maintenance of the high-voltage vehicle charger assembly 173 is not required, the maintenance port can be closed by the outer cover. The maintenance port is equipped with a maintenance switch K2, which can be used to detect the open / closed state of the maintenance port cover. The maintenance switch K2 can be, for example, a microswitch, which is normally in a closed and connected state.

[0045] In other embodiments, at least some of the on-board charger, DC-DC converter, and high-voltage power distribution unit may be installed independently.

[0046] In one embodiment, the power system 17 may further include a low-voltage battery (not shown), which can be used to power low-voltage electronic components such as the vehicle controller 162.

[0047] Furthermore, such as Figure 3 As shown, the power battery 171, the high-voltage on-board charger assembly 173, and the motor controller 161 are all equipped with high-voltage connectors 19. Among them, as... Figure 6 As shown, the high-voltage vehicle charger assembly 173 has three high-voltage connectors 19.

[0048] For details, please refer to Figure 4 and Figure 5 Each high-voltage connector 19 may include a female socket 191 and a male connector 192, wherein the female socket 191 and the male connector 192 are compatible and can be connected as one unit.

[0049] like Figure 4As shown, the female connector 191 has a first positive terminal 1911, a first negative terminal 1912, and a first intermediate interlocking terminal 1913. The male connector 192 has a second positive terminal 1921, a second negative terminal 1922, and a second intermediate interlocking terminal 1923. The first intermediate interlocking terminal 1913 is a pair of elongated terminals, and the second intermediate interlocking terminal 1923 is a square-shaped terminal with an opening on one side. The first positive terminal 1911, the first negative terminal 1912, the second positive terminal 1921, and the second negative terminal 1922 are all thickened elongated terminals.

[0050] like Figure 5 As shown, when the female connector 191 and male connector 192 are properly mated, that is, when the high-voltage connector 19 is stably and reliably connected, the first positive terminal 1911 and the second positive terminal 1921 contact each other and are spliced ​​to form a power positive terminal, and the first negative terminal 1912 and the second negative terminal 1922 contact each other and are spliced ​​to form a power negative terminal. The power positive terminal and the power negative terminal together form the power interface 193. Furthermore, the first intermediate interlock terminal 1913 contacts both ends of the second intermediate interlock terminal 1923 and is spliced ​​with the second intermediate interlock terminal 1923 to form a rectangular frame-shaped terminal with an opening on one side. This rectangular frame-shaped terminal is the interlock interface 194.

[0051] The high-voltage connector 19 is typically designed such that when the female connector 191 and the male connector 192 are mated, the power interface 193 is formed first, and the interlock interface 194 is formed later; when the female connector 191 and the male connector 192 become loose or detached, the interlock interface 194 is disconnected first, and the power interface 193 is disconnected later.

[0052] For ease of description, this document refers to the power interface 193 of the power battery 171 as the battery power interface, and the interlock interface 194 of the power battery 171 as the battery interlock interface 194a. The power interface 193 of the motor controller 161 is referred to as the drive power interface, and the interlock interface 194 of the drive system 14 is referred to as the drive interlock interface 194b. The three power interfaces 193 of the high-voltage on-board charger assembly 173 are referred to as the first power interface, the second power interface, and the third power interface, respectively; the three interlock interfaces 194 of the high-voltage on-board charger assembly 173 are referred to as the first conversion interlock interface 194c, the second conversion interlock interface 194d, and the third conversion interlock interface 194e, respectively.

[0053] The battery power interface is connected to the first power interface, the second power interface is connected to the drive power interface, and the third power interface is connected to the charging interface 18 via high-voltage cables.

[0054] The battery management system 172 is connected to the battery interlock interface 194a, the battery interlock interface 194a is connected to the first conversion interlock interface 194c, the first conversion interlock interface 194c is connected to the second conversion interlock interface 194d, the second conversion interlock interface 194d is connected to the drive interlock interface 194b, the drive interlock interface 194b is connected to the battery management system 172, and the third conversion interlock interface 194e is connected to the vehicle controller 162 via low-voltage cables.

[0055] Based on this design, when all high-voltage connectors 19 are stably connected and not loose, power can be transmitted between the power battery 171 and the high-voltage vehicle charger assembly 173, between the high-voltage vehicle charger assembly 173 and the motor controller 161, and between the high-voltage vehicle charger assembly 173 and the charging interface 18.

[0056] Furthermore, the battery management system 172, battery interlock interface 194a, first conversion interlock interface 194c, second conversion interlock interface 194d, and drive interlock interface 194b can be connected in series to form a first interlock circuit 20. Specifically, the connection terminal HVIL1+ of the battery management system 172 is connected to the battery interlock interface 194a, and the connection terminal HVIL1- of the battery management system 172 is connected to the drive interlock interface 194b.

[0057] The two connection terminals HVIL2+ and HVIL2- of the third conversion interlock interface 194e are both connected to the vehicle controller 162, thereby forming the second interlock circuit 21.

[0058] It should be understood that in other embodiments, the third high-voltage connector 19c may be omitted, that is, the second interlock circuit 21 may be omitted.

[0059] It is understandable that, for the first interlocking circuit 20, if a high-voltage connector 19 becomes loose, the interlocking interface 194 of the high-voltage connector 19 will have poor contact or be disconnected, causing the first interlocking circuit 20 to disconnect. At this time, the power interface 193 of the high-voltage connector 19 will also have poor contact or be disconnected. Therefore, the connectivity status of the first interlocking circuit 20 can be used to reflect whether the high-voltage connector 19 in the first interlocking circuit 20 is reliably connected.

[0060] For the second interlocking circuit 21, if the high-voltage connector 19 in the second interlocking circuit 21 becomes loose, the third conversion interlock interface 194e of the high-voltage connector 19 will have poor contact or be disconnected, causing the second interlocking circuit 21 to disconnect. At this time, the power interface 193 of the high-voltage connector 19 will also have poor contact or be disconnected. It can be seen that the connectivity status of the second interlocking circuit 21 can be used to reflect whether the high-voltage connector 19 in the second interlocking circuit 21 is reliably connected.

[0061] Furthermore, in some embodiments of this application, the maintenance switch K1 and the inspection switch K2 can also be connected in series in the first interlock circuit 20. The specific location of the maintenance switch K1 is not limited; for example, it can be connected in series between the drive interlock interface 194b and the battery management system 172. The inspection switch K2 can be connected in series, for example, between the first conversion interlock interface 194c and the second conversion interlock interface 194d, or between the first conversion interlock interface 194c and the battery interlock interface, or between the second conversion interlock interface 194d and the drive interlock interface 194b. Therefore, the connectivity status of the first interlock circuit 20 not only reflects whether the high-voltage connector 19 in the first interlock circuit 20 is reliably connected, but also reflects whether the maintenance switch K1 and the inspection switch K2 are properly closed.

[0062] In this embodiment, the battery management system 172 can be used to detect the connection status of the first interlock circuit 20 and the operating status of the power battery 171 and transmit the detection results to the vehicle controller 162. The vehicle controller 162 can be used to detect the connection status of the second interlock circuit 21, and the vehicle controller 162 then controls the power on and off of the electric all-terrain vehicle 100 accordingly.

[0063] It is understandable that, since the battery management system 172 is in the first interlock circuit 20 and the vehicle controller 162 is in the second interlock circuit 21, it is more convenient and faster for the battery management system 172 to directly detect the connection status of the first interlock circuit 20 and for the vehicle controller 162 to directly detect the connection status of the second interlock circuit 21.

[0064] The power management system 172 can continuously send an electrical signal to the first interlock circuit 20 via the connection terminal HVIL1+. This electrical signal can be a digital signal, such as a pulse width modulation (PWM) signal. If this electrical signal is continuously received at the connection terminal HVIL1-, it indicates that the first interlock circuit 20 is normally conducting, the high-voltage connector 19 in the first interlock circuit 20 is reliably connected, and if the first interlock circuit 20 has maintenance switch K1 and inspection switch K2, it also indicates that maintenance switch K1 and inspection switch K2 are normally closed. If the electrical signal is intermittently received or not received at all at the connection terminal HVIL1-, it indicates that the first interlock circuit 20 is not normally conducting, the high-voltage connector 19 in the first interlock circuit 20 has poor contact or is disconnected, and if the first interlock circuit 20 has maintenance switch K1 and inspection switch K2, it may also indicate that at least one of maintenance switch K1 and inspection switch K2 is disconnected.

[0065] Similarly, the vehicle controller 162 can continuously send an electrical signal to the second interlock circuit 21 through the connection terminal HVIL2+. If the connection terminal HVIL2- continuously receives this electrical signal, it indicates that the second interlock circuit 21 is conducting. Otherwise, it indicates that the second interlock circuit 21 is not conducting normally.

[0066] The connection status of the first interlocking circuit 20 and the connection status of the second interlocking circuit 21 can both be recorded using flag bits or characters.

[0067] When one of the interlocking circuits 20 and 21 is disconnected, the vehicle controller 162 can control the power management system 172 to detect the operating status of the power battery 171. The operating status of the power battery 171 includes, for example, a discharged state, a non-discharged state, a charging state, a non-charging state, and a stationary state (i.e., neither charging nor discharging). Specifically, when the power battery 171 is in a discharged state, it indicates that the electric all-terrain vehicle 100 is powered on; when the power battery 171 is in a non-discharged state, it indicates that the electric all-terrain vehicle 100 is powered off.

[0068] Furthermore, when one of the interlocking circuits 20 and 21 is disconnected and the power battery 171 is discharging, the vehicle controller 162 can send a power-down control command to the battery management system 172. The battery management system 172 can respond to the power-down control command and control the power battery 171 to stop discharging. This switches the electric all-terrain vehicle 100 from a powered-on state to a powered-off state, de-energizing the high-voltage connector 19. This prevents arcing due to poor contact at the power interface 193 of the high-voltage connector 19, which could lead to high-temperature damage to components or even vehicle burnout. It also prevents electric shock accidents to users caused by the electric all-terrain vehicle 100 remaining powered on while the power interface 193 is disconnected. If the first interlocking circuit 20 is equipped with a maintenance switch K1 and an inspection switch K2, it also prevents safety hazards caused by the electric all-terrain vehicle 100 remaining powered on if either the maintenance switch K1 or the inspection switch K2 is not closed.

[0069] When one of the interlocking circuits 20 and 21 is disconnected, and the power battery 171 is not in a discharging state, the vehicle controller 162 can prevent the power battery 171 from discharging. This prevents the power battery 171 from discharging and posing a safety risk.

[0070] When both the first interlock circuit 20 and the second interlock circuit 21 are normally connected, the power battery 171 maintains its original operating state.

[0071] In some embodiments, the vehicle controller 162 is also used to acquire the driving speed of the electric all-terrain vehicle 100. The electric all-terrain vehicle 100 may be equipped with a speed sensor, and the driving speed of the electric all-terrain vehicle 100 can be measured by the speed sensor.

[0072] Furthermore, when the battery management system 172 detects that the first interlock circuit is open and the power battery 171 is in a discharging state, and the vehicle controller 162 determines that the driving speed is less than the first preset speed threshold, the vehicle controller 162 can output an alarm signal to remind the driver, and / or directly send a power-down control command to the battery management system 172 to stop the power battery 171 from discharging. This is mainly because when the driving speed is low or zero, the inertial force experienced by the driver is very small or non-existent, and in this case, directly powering down the electric all-terrain vehicle 100 will not cause a safety accident for the user. When the battery management system 172 detects that the first interlock circuit is open and the power battery 171 is in a discharging state, and the vehicle controller 162 determines that the driving speed is greater than or equal to the first preset speed threshold, the vehicle controller 162 can output an alarm signal to remind the driver, and / or first control the driving speed to decrease to less than the second preset speed threshold within a preset time, and then send a power-down control command to the battery management system 172 to stop the power battery 171 from discharging.

[0073] It is understandable that when the driving speed is high, the practice of slowing down the electric all-terrain vehicle 100 before de-energizing it can ensure the safety of the driver and prevent the driver from being unable to control the electric all-terrain vehicle 100 due to sudden power loss while driving, or from being thrown off the vehicle due to large inertial forces, resulting in accidents such as crashes and rollovers.

[0074] When the battery management system 172 detects that the first interlock circuit 20 is disconnected and the power battery 171 is not in a discharging state, the vehicle controller 162 can prevent the power battery 171 from discharging. In this way, the safety risks caused by the discharge of the power battery 171 can be prevented.

[0075] In addition, when the vehicle controller 162 detects that the second interlock circuit 21 is disconnected and determines that the driving speed is greater than or equal to the first preset speed threshold, and the battery management system 172 detects that the power battery 171 is in a discharging state, the vehicle controller 162 can output an alarm signal to remind the driver.

[0076] When the vehicle controller 162 detects that the second interlock circuit 21 is disconnected and determines that the driving speed is less than the first preset speed threshold, and the battery management system 172 detects that the power battery 171 is in a discharging state, the vehicle controller 162 can send a power-down control command to the battery management system 172 to stop the power battery 171 from discharging.

[0077] This is mainly because the disconnection of the second interlock circuit 21 does not affect the driving function of the electric all-terrain vehicle 100. Therefore, for the sake of the user's driving experience, the electric all-terrain vehicle 100 can only issue an alarm without forcibly reducing speed or forcibly shutting down. Subsequently, if the driving speed drops below the second preset speed threshold, the electric all-terrain vehicle 100 will shut down, and at this time, the electric all-terrain vehicle 100 may not issue an alarm.

[0078] The first preset speed threshold could be a relatively high speed that poses a safety risk to the driver, while the second preset speed threshold could be a relatively low speed that does not pose a safety risk to the driver. The specific values ​​of both can be set according to actual conditions. The preset time can also be adaptively set according to actual conditions, for example, it could be set to 10 seconds or 60 seconds. The preset time should not be too short to avoid driving safety risks caused by sudden deceleration when the vehicle is traveling at high speed. That is to say, when the driving speed is low or zero, the electric all-terrain vehicle 100 can be directly powered off. When the driving speed is high, the electric all-terrain vehicle 100 can issue a warning, or it can first decelerate through the drive system and / or braking system before powering off, thereby preventing accidents to the user.

[0079] The vehicle controller 162 may, for example, output an alarm signal to the instrument cluster 163 for visual display via a screen and / or indicator lights in the instrument cluster 163. The alarm signal may indicate which interlock circuit is open or which component in the interlock circuit is faulty. For example, if the first interlock circuit 20 is open, the alarm signal may indicate that the first interlock circuit 20 is open, or, if the first interlock circuit 20 does not have maintenance switch K1 and inspection switch K2, indicate that the high-voltage connector 19 in the first interlock circuit 20 has a connection fault, or, if the first interlock circuit 20 has maintenance switch K1 and inspection switch K2, indicate that at least one of the high-voltage connector 19, maintenance switch K1, and inspection switch K2 in the first interlock circuit 20 may be faulty. If the second interlock circuit 21 is open, the alarm signal may indicate that the second interlock circuit L2 is open, or that the third high-voltage connector 19c in the second interlock circuit L2 has a connection fault.

[0080] In addition, if the electric all-terrain vehicle 100 attempts to power on again after being powered off, that is, if the vehicle controller 162 receives a power-on request and the power battery 171 is not discharged at this time, the vehicle controller 162 can re-check the connection status of the second interlock circuit L2 and the connection status of the first interlock circuit 20 through the battery management system 172. If there is an interlock circuit disconnection in the first interlock circuit 20 and the second interlock circuit L2, the power-on request will not be responded to, and an alarm signal will be output to inform the user of the vehicle abnormality.

[0081] In addition, this application also provides a control method for an electric all-terrain vehicle. The description of the electric all-terrain vehicle 100 can be found in the above embodiments and will not be repeated here. The control method for the electric all-terrain vehicle can be executed by the vehicle controller in the electric all-terrain vehicle 100, or by other controllers or control devices specifically designed for controlling the electric all-terrain vehicle 100.

[0082] Please see Figure 7 The control methods for electric all-terrain vehicles include: Step S11: The battery management system detects the connectivity status of the first interlock circuit, that is, whether the first interlock circuit is disconnected. The battery management system can transmit the first interlock circuit status detection result to the vehicle controller.

[0083] If yes, proceed to step S12. If no, end the process of this control method. In this case, the power battery maintains its original operating state, that is, the power battery can be safely charged and discharged at this time.

[0084] Step S12: The battery management system detects the operating status of the power battery, that is, whether the power battery is discharging. The battery management system can transmit the power battery status detection results to the vehicle controller.

[0085] If the power battery discharges, proceed to step S13. If the power battery does not discharge, proceed to step S14.

[0086] Step S13: The vehicle controller sends a power-down control command to the battery management system. In response, the battery management system stops discharging the power battery, thus powering down the vehicle. Afterward, the process of this control method ends.

[0087] Step S14: The vehicle controller prevents the power battery from discharging, which means preventing the vehicle from being powered on. After that, the process of this control method ends.

[0088] In one embodiment of the electric all-terrain vehicle, which includes a first interlock circuit and a second interlock circuit, please refer to... Figure 8 The process in step S11 also includes: The vehicle controller detects the connectivity of the second interlock circuit, that is, whether the second interlock circuit is disconnected.

[0089] Accordingly, if both the first interlocking circuit and the second interlocking circuit are connected, the flow of this control method is followed. If at least one of the first interlocking circuit and the second interlocking circuit is disconnected, then step S12 is executed.

[0090] More specifically, step S13 may also include the following steps: Step S131: The vehicle controller determines whether the first interlock circuit is disconnected.

[0091] If yes, proceed to step S132. If no, proceed to step S135.

[0092] Step S132: The vehicle controller obtains the driving speed of the electric all-terrain vehicle and determines whether the driving speed is less than the first preset speed threshold.

[0093] If yes, proceed to step S133. If no, proceed to step S134.

[0094] Step S133: The vehicle controller outputs an alarm signal, and / or the vehicle controller sends a power-down control command to the battery management system. The battery management system responds to the power-down control command by stopping the power battery from discharging. Afterwards, the process of this control method ends.

[0095] That is, when the first interlock circuit is disconnected, the power battery is in a discharging state, and the driving speed is less than the first preset speed threshold, the vehicle will be powered off directly.

[0096] Step S134: The vehicle controller outputs an alarm signal, and / or the vehicle controller controls the driving speed to decrease to below a second preset speed threshold within a preset time, and then sends a power-down control command to the battery management system. The battery management system responds to the power-down control command and controls the power battery to stop discharging. After that, the process of this control method ends.

[0097] That is, when the first interlock circuit is disconnected, the power battery is in a discharging state, and the driving speed is greater than or equal to the first preset speed threshold, the vehicle will be alerted and / or the vehicle will be decelerated before power is cut off.

[0098] Step S135: The vehicle controller obtains the driving speed of the electric all-terrain vehicle and determines whether the driving speed is less than the first preset speed threshold.

[0099] If yes, proceed to step S136. If no, proceed to step S137.

[0100] Step S136: The vehicle controller sends a power-down control command to the battery management system. The battery management system responds to the power-down control command by stopping the discharge of the power battery. Afterwards, the process of this control method ends.

[0101] That is, when the second interlock circuit is disconnected, the power battery is in a discharging state, and the driving speed is less than the first preset speed threshold, the vehicle will be powered off directly.

[0102] Step S136: The vehicle controller outputs an alarm signal and returns to step S135.

[0103] That is, when the second interlock circuit is disconnected, the power battery is in a discharging state, and the driving speed is greater than or equal to the first preset speed threshold, the vehicle will be alerted and the driving speed will continue to be monitored in real time so that when the driving speed drops to less than the first preset speed threshold, the process will proceed to step S136.

[0104] In another embodiment, where only the first interlock circuit is provided in the electric all-terrain vehicle, step S13 may include the above steps S312 to S314.

[0105] It should be understood that other descriptions of the control method of this application can be found in the foregoing embodiments of the electric all-terrain vehicle, and therefore will not be repeated here.

[0106] It should be noted that, for the sake of simplicity, the aforementioned method embodiments are all described as a series of actions. However, those skilled in the art should understand that this application is not limited to the described order of actions, because according to this application, some steps can be performed in other orders or simultaneously. For example, in other embodiments, steps S12 and S132 / S135 can also be performed simultaneously with step S11, or before step S11.

[0107] The above-described embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit it. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of this application.

Claims

1. An electric all-terrain vehicle, comprising: Frame; The walking system includes front and rear wheels disposed under the frame; A drive system includes a drive motor, the drive motor being connected in transmission to at least one of the front wheel and the rear wheel; The electrical system includes a vehicle controller and a motor controller. The motor controller is connected to the drive motor to control the operating state of the drive motor. The vehicle controller can control the vehicle status of the electric all-terrain vehicle. The power system includes a battery management system, a power battery, and a high-voltage on-board charger assembly. The battery management system is communicatively connected to the vehicle controller, and the high-voltage on-board charger assembly is capable of charging, discharging, and converting the power battery into electrical energy to distribute electrical energy to the vehicle. The power battery, the high-voltage on-board charger assembly, and the motor controller are all equipped with high-voltage connectors. The high-voltage connector of the power battery has a battery interlock interface, the high-voltage connector of the high-voltage on-board charger assembly has a conversion interlock interface, and the high-voltage connector of the motor controller has a drive interlock interface. The battery management system, the battery interlock interface, the conversion interlock interface and the drive interlock interface are connected in series to form a first interlock circuit. When the first interlock circuit is disconnected and the power battery is in a discharging state, the battery management system controls the power battery to stop discharging.

2. The electric all-terrain vehicle as described in claim 1, characterized in that, The vehicle controller can also acquire the driving speed of the electric all-terrain vehicle; When the first interlock circuit is disconnected and the power battery is in a discharging state, and the driving speed is less than a first preset speed threshold, the vehicle controller outputs an alarm signal and / or sends a power-down control command to the battery management system; the power-down control command is used to instruct the battery management system to control the power battery to stop discharging. When the first interlock circuit is disconnected and the power battery is in a discharging state, and the driving speed is greater than or equal to the first preset speed threshold, the vehicle controller outputs an alarm signal and / or controls the driving speed to decrease to less than the second preset speed threshold within a preset time, and then sends the power-down control command to the battery management system.

3. The electric all-terrain vehicle as described in claim 1, characterized in that, The number of conversion interlock interfaces is three, namely the first conversion interlock interface, the second conversion interlock interface and the third conversion interlock interface. The battery management system, the battery interlock interface, the first conversion interlock interface, the second conversion interlock interface and the drive interlock interface are connected in series to form the first interlock circuit. The third conversion interlock interface is connected in series with the vehicle controller to form a second interlock circuit; When the second interlock circuit is disconnected and the power battery is in a discharging state, the battery management system controls the power battery to stop discharging.

4. The electric all-terrain vehicle as described in claim 3, characterized in that, The vehicle controller can also acquire the driving speed of the electric all-terrain vehicle; When the second interlock circuit is disconnected and the driving speed is greater than or equal to the first preset speed threshold, and the power battery is in a discharging state, the vehicle controller outputs an alarm signal. When the second interlock circuit is disconnected and the driving speed is less than the first preset speed threshold, and the power battery is in a discharging state, the vehicle controller sends a power-down control command to the battery management system; the power-down control command is used to instruct the battery management system to control the power battery to stop discharging.

5. The electric all-terrain vehicle as described in claim 3, characterized in that, The high-voltage vehicle charger assembly is also equipped with a maintenance switch, which is connected in series in the first interlock circuit.

6. The electric all-terrain vehicle as described in claim 1, characterized in that, The electric all-terrain vehicle also includes a maintenance switch, which is connected in series in the first interlock circuit.

7. A control method for an electric all-terrain vehicle, the electric all-terrain vehicle comprising an electrical system and a power supply system, the electrical system comprising a vehicle controller and a motor controller, the power supply system comprising a battery management system, a power battery, and a high-voltage on-board charger assembly, the battery management system being communicatively connected to the vehicle controller; characterized in that, The power battery, the high-voltage on-board charger assembly, and the motor controller are all equipped with high-voltage connectors. The high-voltage connector of the power battery has a battery interlock interface, the high-voltage connector of the high-voltage on-board charger assembly has a conversion interlock interface, and the high-voltage connector of the motor controller has a drive interlock interface. The battery management system, the battery interlock interface, the conversion interlock interface, and the drive interlock interface are connected in series to form a first interlock circuit. The control method includes: The battery management system detects the status of the first interlock circuit and the power battery; When the battery management system detects that the first interlock circuit is open and the power battery is in a discharging state... The battery management system controls the power battery to stop discharging.

8. The control method as described in claim 7, characterized in that, When the battery management system detects that the first interlock circuit is broken and the power battery is in a discharging state, the battery management system controls the power battery to stop discharging, including: The vehicle controller acquires the driving speed of the electric all-terrain vehicle; When the battery management system detects that the first interlock circuit is disconnected and the power battery is in a discharging state, and the vehicle controller determines that the driving speed is less than a first preset speed threshold, the vehicle controller outputs an alarm signal and / or sends a power-down control command to the battery management system; the power-down control command is used to instruct the battery management system to control the power battery to stop discharging. When the battery management system detects that the first interlock circuit is disconnected and the power battery is in a discharging state, and the vehicle controller determines that the driving speed is greater than or equal to the first preset speed threshold, the vehicle controller outputs an alarm signal and / or controls the driving speed to decrease to less than the second preset speed threshold within a preset time, and then sends the power-down control command to the battery management system.

9. The control method as described in claim 7, characterized in that, The number of conversion interlock interfaces is three, namely a first conversion interlock interface, a second conversion interlock interface and a third conversion interlock interface. The battery management system, the battery interlock interface, the first conversion interlock interface, the second conversion interlock interface and the drive interlock interface are connected in series to form a first interlock circuit. The third conversion interlock interface is also connected in series with the vehicle controller to form a second interlock circuit. The control method further includes: The vehicle controller detects the status of the second interlock circuit; When the vehicle controller detects that the second interlock circuit is disconnected, and the battery management system detects that the power battery is in a discharging state, the battery management system controls the power battery to stop discharging.

10. The control method as described in claim 9, characterized in that, The control method further includes: The vehicle controller acquires the driving speed of the electric all-terrain vehicle; When the vehicle controller detects that the second interlock circuit is disconnected and determines that the driving speed is greater than or equal to the first preset speed threshold, and the battery management system detects that the power battery is in a discharging state, the vehicle controller outputs an alarm signal. When the vehicle controller detects that the second interlock circuit is disconnected and determines that the driving speed is less than the first preset speed threshold, and the battery management system detects that the power battery is in a discharging state, the vehicle controller sends a power-down control command to the battery management system; the power-down control command is used to instruct the battery management system to control the power battery to stop discharging.

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