High-voltage power-off control system and vehicle

Abstract

The utility model provides a high-voltage power-off control system and a vehicle, the high-voltage power-off control system comprises a detection circuit, an execution circuit and a control circuit; the detection circuit detects the collision signal and generates first and second power-off instructions; the execution circuit comprises a battery management module, the battery management module is connected with the battery pack, the high-voltage system and the detection circuit, and the battery management module is configured to receive a first power-off instruction and cut off the connection between the battery pack and the high-voltage system based on the first power-off instruction; the control circuit is connected with the detection circuit and the execution circuit, and the control circuit is configured to receive the second power-off instruction and control the battery management module to cut off the connection between the battery pack and the high-voltage system based on the second power-off instruction. According to the high-voltage power-off control system, double power-off control over connection between the battery pack and the high-voltage system is achieved through the two cutting-off channels which are redundant to each other, the control accuracy and reliability are high, and the safety of the vehicle is improved.

Description

Technical Field

[0001] The present application relates to the field of vehicle technology, and more particularly, to a high-voltage power-off control system and a vehicle. Background Art

[0002] New energy vehicles are gradually becoming dominant due to their environmental advantages. New energy vehicles are usually equipped with high-voltage systems to achieve vehicle power transmission and energy management. When a new energy vehicle breaks down or a traffic accident occurs, the high-voltage system needs to be cut off in time to avoid safety hazards such as fire or even explosion.

[0003] A high-voltage power-off protection system is usually provided in the related art to control the power off of the high-voltage system when a vehicle breaks down or a traffic accident occurs. However, the high-voltage power-off protection system in the related art controls the power off of the high-voltage system through the electronic control unit (ECU) in the vehicle. When the ECU fails, the high-voltage system cannot be powered off in time, the power-off reliability is low, and there are still certain safety hazards. Utility Model Content

[0004] The present application provides a high-voltage power-off control system and a vehicle, aiming to solve the problem in related technologies that the high-voltage power-off protection system has low power-off reliability, resulting in certain safety hazards in the vehicle.

[0005] In a first aspect, a high-voltage power-off control system is provided, which is applied to a vehicle, the vehicle including a battery pack and a high-voltage system, the high-voltage power-off control system including a detection circuit, an execution circuit and a control circuit; the detection circuit is used to obtain a collision signal of the vehicle, and generate a first power-off instruction and a second power-off instruction based on the collision signal; the execution circuit includes a battery management module, the battery management module is connected to the battery pack, the high-voltage system and the detection circuit, the battery management module is configured to receive the first power-off instruction, and cut off the connection between the battery pack and the high-voltage system based on the first power-off instruction; the control circuit is connected to the detection circuit and the execution circuit, the control circuit is configured to receive the second power-off instruction, and control the battery management module to cut off the connection between the battery pack and the high-voltage system based on the second power-off instruction.

[0006] In the above technical solution, the detection circuit in the high-voltage power-off control system can generate a first power-off instruction and a second power-off instruction based on the detected collision signal, and at the same time provide two corresponding cut-off channels. One is a cut-off channel between the detection circuit, the control circuit and the battery management module. The control circuit can receive the second power-off instruction from the detection circuit and control the battery management module to cut off the connection between the battery pack and the high-voltage system based on the second power-off instruction; the other is a cut-off channel between the detection circuit and the battery management module. The detection circuit can directly cut off the connection between the battery pack and the high-voltage system based on the first power-off instruction. In this way, dual power-off control of the connection between the battery pack and the high-voltage system is achieved through the two cut-off channels, with high control accuracy. Secondly, the two cut-off channels are redundant. When a problem occurs in one of the cut-off channels, the other cut-off channel can promptly cut off the connection between the battery pack and the high-voltage system, so that the high-voltage system is promptly de-energized, thereby disconnecting the high-voltage power of the entire vehicle, thereby improving the control reliability of the high-voltage power-off control system for the power-off control of the high-voltage system, thereby improving the power-off reliability of the high-voltage system, avoiding the safety hazard of the vehicle catching fire or even exploding due to the failure of the high-voltage system to be de-energized in time, thereby improving the safety of the vehicle.

[0007] In combination with the first aspect, in some possible implementations, the battery management module includes a pre-charging switch, one end of the pre-charging switch is connected to the battery pack, the other end of the pre-charging switch is connected to the high-voltage system, and the controlled end of the pre-charging switch is connected to the detection circuit; wherein the pre-charging switch receives a first power-off instruction from the detection circuit and disconnects to cut off the connection between the battery pack and the high-voltage system, and the first power-off instruction is a hard-wired signal.

[0008] In the above technical solution, the present application reuses the pre-charge switch in the battery management module, that is, when the whole vehicle needs to be powered off by high voltage, the detection circuit will generate a first power-off instruction and a second power-off instruction. At this time, the first power-off instruction is a hard-wired signal. The detection circuit can directly disconnect the pre-charge switch based on the hard-wired signal, that is, the pre-charge switch can cut off the connection between the battery pack and the high-voltage system through the current, so that the high-voltage system is powered off, thereby enabling the whole vehicle to be powered off by high voltage. The detection circuit controls the pre-charge switch through a hard-wired signal, which is not affected by electromagnetic and other communication interferences, and has higher transmission reliability. Secondly, when the vehicle collides, the hard-wired signal is not prone to communication errors or interruptions. It can immediately cut off the connection between the battery pack and the high-voltage system, allowing the whole vehicle to be powered off by high voltage, avoiding the safety hazard of the vehicle catching fire or even exploding due to the failure of the high-voltage system to be powered off in time, thereby improving the safety of the vehicle. Moreover, compared with CAN signals, the corresponding cost of hard-wired signals is lower and the wiring is relatively simple.

[0009] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, the detection circuit includes a sensor module and an airbag control module; the sensor module is used to obtain a collision signal; the airbag control module is connected to the sensor module, the pre-charging switch and the control circuit, the airbag control module receives the collision signal, and generates a first power-off instruction and a second power-off instruction based on the collision signal, and the airbag control module is also used to trigger the airbag based on the collision signal.

[0010] In the above technical solution, when a vehicle collision occurs, the sensor module can quickly detect the collision and generate a corresponding collision signal, which is then transmitted to the airbag control module. Based on the collision signal, the airbag control module can determine whether to disconnect the battery pack from the high-voltage system. If the vehicle collision is severe and disconnection between the battery pack and the high-voltage system is necessary, the airbag control module can generate a first power-off command and a second power-off command based on the collision signal. Based on the first power-off command, the airbag control module directly disconnects the battery pack from the high-voltage system, thereby de-energizing the high-voltage system. Simultaneously, the control circuit receives the second power-off command from the airbag control module and, based on the second power-off command, controls the battery management module to disconnect the battery pack from the high-voltage system, thereby de-energizing the high-voltage system in a timely manner. This prevents potential safety hazards such as fire or even explosion caused by a failure to de-energize the high-voltage system, thereby improving vehicle safety. Furthermore, the airbag control module can determine which airbags require deployment based on the collision signal and trigger the appropriate airbags as quickly as possible to protect vehicle occupants.

[0011] In combination with the first aspect and the above implementations, in some possible implementations, the sensor module includes at least an acceleration sensor, a pressure sensor, a displacement sensor, a piezoelectric sensor, and a high-voltage power-off sensor.

[0012] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, the execution circuit also includes an integrated power management module, a load capacitor and a discharge loop; the integrated power management module is connected to the detection circuit and the control circuit; the discharge loop is connected to the load capacitor and the integrated power management module; wherein the detection circuit is also used to generate an alternating signal based on the collision signal and send the alternating signal to the integrated power management module, and the integrated power management module is used to control the connection of the discharge loop based on the alternating signal to discharge the load capacitor.

[0013] In the above technical solution, after the integrated power management module receives the alternating signal, it can control the discharge circuit to be connected, so that the load capacitor can be discharged, so that the residual electrical energy and voltage in the integrated power management module after the collision accident can be quickly consumed through the discharge circuit, thereby realizing effective active discharge of the integrated power management module to avoid the risk of fire and explosion of the vehicle after the accident, thereby further improving the safety of the vehicle.

[0014] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, the discharge circuit includes a first switch unit, a second switch unit and a resistor; the first end of the first switch unit is connected to the first end of the integrated power management module, and the second end of the first switch unit is connected to the ground end; the first end of the second switch unit is connected to the second end of the integrated power management module, the second end of the second switch unit is connected to the third end of the first switch unit, and the third end of the second switch unit is connected to the ground end and the first plate of the load capacitor; one end of the resistor is connected to the second end of the second switch unit, the third end of the first switch unit and the third end of the integrated power management module, and the other end of the resistor is connected to the second plate of the load capacitor.

[0015] In the above technical solution, when the integrated power management module receives the alternating C+ and C- signals, the integrated power management module will correspondingly control the first switch unit and the second switch unit to conduct, so that the discharge circuit is connected. At this time, the residual electrical energy and voltage in the load capacitor can be quickly consumed through the resistor, so that the residual electrical energy and voltage in the integrated power management module after the collision accident can be quickly consumed through the resistor, realizing the effective active discharge of the integrated power management module to avoid the risk of fire and explosion of the vehicle after the accident, thereby further improving the safety of the vehicle. Secondly, the integrated power management module can control the discharge state of the load capacitor by controlling the on and off states of the first switch unit and the second switch unit, and has high control flexibility and control reliability.

[0016] In combination with the first aspect and the above implementation, in some possible implementations, the resistance of the resistor is 1 to 2 ohms.

[0017] In the above technical solution, the small-resistance, high-power resistor is used to quickly consume the residual energy and voltage in the capacitor. Compared with conventional resistors, the small-resistance, high-power resistor can reduce the residual voltage of the vehicle to below 12V after the vehicle is subjected to high-voltage electricity, which is nearly 2,000 times faster than the national standard requirement, making the voltage after discharge lower than the national standard requirement of 60V, and the voltage is nearly 4 times lower. The discharge efficiency is extremely high, and after discharge through the small-resistance, high-power resistor, the voltage of the vehicle is even lower than the human body safety voltage of 36V, so as to further improve the safety of the vehicle after being subjected to high-voltage electricity.

[0018] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, the first switch unit includes a first driver and a first switch, one end of the first driver is connected to the first end of the integrated power management module as the first end of the first switch unit, the other end of the first driver is connected to the controlled end of the first switch, the first end of the first switch is connected to the ground end as the second end of the first switch unit, and the second end of the first switch is connected to the third end of the first switch unit; and / or, the second switch unit includes a second driver and a second switch, one end of the second driver is connected to the second end of the integrated power management module as the first end of the second switch unit, the other end of the second driver is connected to the controlled end of the second switch, the first end of the second switch is connected to the third end of the first switch unit and one end of the resistor as the second end of the second switch unit, and the second end of the second switch is connected to the ground end and the first plate of the load capacitor as the third end of the second switch unit.

[0019] In the above technical solution, the integrated power management module controls the on-off state of the first switch and the second switch through the first driver and the second driver, thereby achieving control over the discharge state of the load capacitor, with high control flexibility and reliability.

[0020] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, the discharge circuit also includes a digital-to-analog converter, one end of the digital-to-analog converter is connected to one end of the resistor, the third end of the first switch unit, and the second end of the second switch unit, and the other end of the digital-to-analog converter is connected to the third end of the integrated power management module.

[0021] In the above technical solution, the digital-to-analog converter can convert the voltage signal at the resistor into a digital signal and feed it back to the integrated power management module, so that the integrated power management module can know the discharge status of the load capacitor based on the digital signal.

[0022] In a second aspect, the present application provides a vehicle comprising a battery pack, a high-voltage system, and a high-voltage power-off control system as described in any optional manner in the first aspect, wherein the high-voltage power-off control system is connected to the battery pack and the high-voltage system. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] Figure 1 This is a schematic diagram of a module structure of a vehicle provided in an embodiment of the present application;

[0024] Figure 2 This is a schematic diagram of the module structure of another vehicle provided in an embodiment of the present application;

[0025] Figure 3 This is a schematic diagram of the module structure of another vehicle provided in an embodiment of the present application;

[0026] Figure 4This is a schematic diagram of the module structure of a detection circuit provided in an embodiment of the present application;

[0027] Figure 5 This is a schematic diagram of the module structure of another vehicle provided in an embodiment of the present application;

[0028] Figure 6 This is a schematic diagram of the module structure of a high-voltage power failure control system provided by an embodiment of the present application;

[0029] Figure 7 This is a schematic diagram of the module structure of another high-voltage power failure control system provided by an embodiment of the present application;

[0030] Figure 8 This is a control line diagram of a high-voltage power-off control system provided by an embodiment of the present application;

[0031] Figure 9 This is a circuit diagram of a high-voltage power-off control system provided in an embodiment of the present application;

[0032] Figure 10 This is a circuit structure diagram of another high-voltage power-off control system provided in an embodiment of the present application.

[0033] Among them, the reference numerals in the figures are:

[0034] 1. Battery pack; 2. High-voltage system; 3. High-voltage power-off control system; 31. Detection circuit; 311. Sensor module; 3111. Acceleration sensor; 3112. Pressure sensor; 3113. Displacement sensor; 3114. Piezoelectric sensor; 3115. High-voltage power-off sensor; 3116. Crash sensor; 312. Airbag control module; 32. Execution circuit; 321. Battery management module; 3211. Pre-charge switch; 322. Integrated power management module; 323. Discharge circuit; 3231. First switch unit; 3232. Second switch unit; 33. Control circuit;

[0035] C, load capacitance; R, resistor; GND, ground; D1, first driver; D2, second driver; K1, first switch; K2, second switch; ADC, digital-to-analog converter. DETAILED DESCRIPTION

[0036] The following will clearly and thoroughly describe the technical solutions in this application in conjunction with the accompanying drawings. In the description of the embodiments of this application, unless otherwise specified, " / " means or, for example, A / B can mean A or B: "and / or" in the text is only a description of the association relationship of associated objects, indicating that there can be three relationships, for example, A and / or B can mean: A exists alone, A and B exist at the same time, and B exists alone. In addition, in the description of the embodiments of this application, "multiple" means two or more than two.

[0037] In the following, the terms "first" and "second" are used for descriptive purposes only and should not be understood to imply or suggest relative importance or implicitly indicate the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more of the features.

[0038] New energy vehicles have alleviated environmental pollution and the energy crisis to a great extent, and therefore have gradually replaced traditional fuel vehicles (such as gasoline, diesel, etc.) to dominate. New energy vehicles are usually equipped with battery packs and high-voltage systems. The battery pack is the energy source of the vehicle and the high-voltage system. The high-voltage system is responsible for distributing the electrical energy provided by the battery pack to the various high-voltage components in the vehicle to achieve power transmission and energy management of the vehicle, so that the vehicle can operate efficiently. However, the vehicle may malfunction or have a traffic accident during driving (for example, the vehicle crashes into a pillar, tree, other vehicle or other obstacle at a very fast speed). If the high-voltage system in the vehicle is not powered off in time, and a short circuit and smoke have occurred in the front engine compartment, it is very likely to cause the vehicle to catch fire or even explode, seriously threatening the personal safety of the occupants in the vehicle. According to statistics, vehicle fires in 2022 increased by 32% year-on-year. Therefore, how to ensure the safety of the vehicle after a collision becomes particularly important.

[0039] Related art provides a high-voltage power-off protection system. When a new energy vehicle malfunctions or a traffic accident occurs, the high-voltage power-off protection system can promptly disconnect the high-voltage system to prevent the vehicle from catching fire or even exploding. Specifically, the high-voltage power-off protection system in related art controls the power off of the high-voltage system through the vehicle's ECU. However, when a serious vehicle malfunction causes the ECU to fail, the high-voltage system still cannot be disconnected in time, resulting in low power-off reliability and potential safety hazards.

[0040] To this end, an embodiment of the present application provides a high-voltage power-off control system and a vehicle. The high-voltage power-off control system realizes dual power-off control of the connection between the battery pack and the high-voltage system through two redundant cut-off channels. The control accuracy and control reliability are high, thereby improving the power-off reliability of the high-voltage system, avoiding the safety hazard of fire or even explosion in the vehicle due to the high-voltage system failing to cut off power in time, and improving the safety of the vehicle.

[0041] The high-voltage power-off control system and vehicle provided in the embodiments of the present application are exemplarily introduced below with reference to the accompanying drawings.

[0042] The embodiment of the present application provides a vehicle, such as Figure 1 As shown, the vehicle includes a battery pack 1 and a high-voltage system 2. The battery pack 1 is the energy source of the vehicle, that is, the battery pack 1 is used to provide the required electrical energy for the vehicle's electric motor, electronic equipment, high-voltage system 2 and other systems. The high-voltage system 2 is responsible for distributing the electrical energy provided by the battery pack 1 to various high-voltage components in the vehicle to achieve power transmission and energy management of the vehicle, so that the vehicle can operate efficiently.

[0043] Optionally, the high-voltage system 2 may include an electric motor, an inverter, a high-voltage distribution box (HVDU), a thermal management system (TMS), an auxiliary power system (APS) and other vehicle-mounted systems, and this application does not impose any specific restrictions on this.

[0044] When a vehicle breaks down or has a traffic accident, in order to enable the high voltage system 2 to be powered off in time to avoid the problem of vehicle fire, in one example, as Figure 1 As shown, the vehicle also includes a high-voltage power-off control system 3, which is connected to the battery pack 1 and the high-voltage system 2. When the vehicle collides, the high-voltage power-off control system 3 can promptly cut off the connection between the battery pack 1 and the outside world (i.e., the high-voltage system 2), so that the high-voltage system 2 can be powered off in time, thereby avoiding the risk of fire or even explosion of the vehicle due to the high-voltage system 2 not being powered off in time, thereby improving a certain degree of safety.

[0045] In one example, if Figure 2As shown, the high-voltage power-off control system 3 may include a detection circuit 31, an execution circuit 32, and a control circuit 33. The execution circuit 32 includes a battery management module 321, which is connected to the battery pack 1, the high-voltage system 2, and the detection circuit 31. The control circuit 33 is connected to the detection circuit 31 and the execution circuit 32. The detection circuit 31 is used to obtain a collision signal of the vehicle and generate a first power-off instruction and a second power-off instruction based on the collision signal. The detection circuit 31 is configured to receive the first power-off instruction from the battery management module 321 and disconnect the battery pack 1 from the high-voltage system 2 based on the first power-off instruction. The detection circuit 31 sends a second power-off instruction to the control circuit 33. The control circuit 33 is configured to receive the second power-off instruction and control the battery management module 321 to disconnect the battery pack 1 from the high-voltage system 2 based on the second power-off instruction.

[0046] In this example, when the vehicle collides, the detection circuit 31 can detect a collision signal and simultaneously generate a first power-off instruction and a second power-off instruction based on the collision signal. The detection circuit 31 will directly send the first power-off instruction to the battery management module 321. That is, the detection circuit 31 can directly cut off the connection between the battery pack 1 and the high-voltage system 2 based on the first power-off instruction, thereby powering off the high-voltage system 2. At the same time, the detection circuit 31 will also send a second power-off instruction to the control circuit 33. The control circuit 33 can control the battery management module 321 to again cut off the connection between the battery pack 1 and the high-voltage system 2 based on the second power-off instruction, thereby powering off the high-voltage system 2. Secondly, when a serious vehicle failure causes the control circuit 33 to fail, a problem occurs in the cut-off channel between the control circuit 33 and the battery management module 321, causing the control circuit 33 to be unable to cut off the connection between the battery pack 1 and the high-voltage system 2 based on the second power-off instruction. At this time, the cut-off channel between the detection circuit 31 and the battery management module 321 is normal, and the detection circuit 31 can directly cut off the connection between the battery pack 1 and the high-voltage system 2 based on the first power-off instruction, so that the high-voltage system 2 is powered off, thereby improving the power-off reliability of the high-voltage system 2.

[0047] In this way, the detection circuit 31 in the high-voltage power-off control system 3 can generate a first power-off instruction and a second power-off instruction based on the detected collision signal, and at the same time provide two corresponding cut-off channels, one of which is a cut-off channel between the detection circuit 31, the control circuit 33 and the battery management module 321. The control circuit 33 can receive the second power-off instruction from the detection circuit 31, and control the battery management module 321 to cut off the connection between the battery pack 1 and the high-voltage system 2 based on the second power-off instruction; the other is a cut-off channel between the detection circuit 31 and the battery management module 321. The detection circuit 31 can directly cut off the connection between the battery pack 1 and the high-voltage system 2 based on the first power-off instruction. In this way, dual power-off control of the connection between the battery pack 1 and the high-voltage system 2 is achieved through two cut-off channels, and the control accuracy is relatively high. Secondly, the two cut-off channels are redundant with each other. When a problem occurs in one of the cut-off channels, the other cut-off channel can promptly cut off the connection between the battery pack 1 and the high-voltage system 2, so that the high-voltage system 2 is powered off in time, thereby cutting off the high-voltage power of the entire vehicle, thereby improving the control reliability of the high-voltage power-off control system 3 in controlling the power-off of the high-voltage system 2, thereby improving the power-off reliability of the high-voltage system 2, and avoiding the problem that the high-voltage system 2 fails to power off in time, resulting in a safety hazard of fire or even explosion in the vehicle, thereby improving the safety of the vehicle.

[0048] The detection circuit 31 can obtain the collision signal of the vehicle in real time based on the collision information of the vehicle. In one example, Figure 3 As shown, the detection circuit 31 includes a sensor module 311 and an airbag control module 312. The sensor module 311 is used to obtain a collision signal. The airbag control module 312 is connected to the sensor module 311, the battery management module 321 and the control circuit 33. The airbag control module 312 receives the collision signal and generates a first power-off instruction and a second power-off instruction based on the collision signal. The airbag control module 312 is also used to trigger the airbag based on the collision signal.

[0049] In this example, the sensor module 311 will detect the collision status of the vehicle in real time and obtain corresponding collision signals, where the collision signals include at least the acceleration changes of the vehicle during the collision, the pressure changes on the vehicle structure during the collision, the displacement changes of the vehicle during the collision, and the impact force during the collision, etc. The sensor module 311 will send these collision signals to the airbag control module 312, and the airbag control module 312 can determine whether it is necessary to cut off the connection between the battery pack 1 and the high-voltage system 2 based on these collision signals. It is worth noting that the airbag control module 312 has preset threshold information. This threshold information includes at least the maximum vehicle acceleration change, the maximum pressure change on the vehicle structure during a collision, the maximum vehicle displacement change during a collision, and the maximum impact force during a collision. The airbag control module 312 compares the collision signal from the sensor module 311 with the corresponding thresholds in the threshold information. If certain values ​​in the collision signal exceed the corresponding thresholds in the threshold information, it indicates that the vehicle collision is severe and the connection between the battery pack 1 and the high-voltage system 2 needs to be disconnected to avoid the risk of a vehicle fire. The airbag control module 312 then generates a first power-off command and a second power-off command based on the collision signal to disconnect the battery pack 1 and the high-voltage system 2. If both values ​​in the collision signal are less than the corresponding thresholds in the threshold information, it indicates that the vehicle collision is minor and disconnection between the battery pack 1 and the high-voltage system 2 is not necessary. The airbag control module 312 does not generate the first or second power-off commands, and the battery pack 1 and the high-voltage system 2 remain connected.

[0050] In this way, when the vehicle collides, the sensor module 311 can quickly detect the collision and generate a corresponding collision signal, which is then transmitted to the airbag control module 312. Based on the collision signal, the airbag control module 312 can determine whether to disconnect the battery pack 1 from the high-voltage system 2. If the vehicle collision is severe and the connection between the battery pack 1 and the high-voltage system 2 needs to be disconnected, the airbag control module 312 generates a first power-off command and a second power-off command based on the collision signal. Based on the first power-off command, the connection between the battery pack 1 and the high-voltage system 2 is directly disconnected, thereby de-energizing the high-voltage system 2. Simultaneously, the control circuit 33 receives the second power-off command from the airbag control module 312 and, based on the second power-off command, controls the battery management module 321 to disconnect the battery pack 1 from the high-voltage system 2. This allows the high-voltage system 2 to be de-energized promptly, thus avoiding the potential safety hazard of fire or even explosion caused by the failure to de-energize the high-voltage system 2 in a timely manner, thereby improving vehicle safety. At the same time, the airbag control module 312 can determine which airbags need to be deployed based on the collision signal and trigger the corresponding airbags in the shortest time to protect the occupants in the vehicle.

[0051] Optional, such as Figure 4 As shown, the sensor module 311 includes at least an acceleration sensor 3111, a pressure sensor 3112, a displacement sensor 3113, a piezoelectric sensor 3114, a high-voltage power-off sensor 3115, and a collision sensor 3116. The acceleration sensor 3111 is used to measure the changes in acceleration (e.g., linear acceleration and angular acceleration) of the vehicle during a collision in real time. Acceleration sensors 3111 can be installed at the front, middle, and rear of the vehicle to comprehensively monitor collisions in different directions. The pressure sensor 3112 is used to detect changes in pressure applied to the vehicle structure during a collision. Pressure sensors 3112 can be installed at locations such as the front bumper, doors, and side sills of the vehicle to detect localized collision pressure, helping the airbag control module 312 distinguish between different types of collisions. The displacement sensor 3113 is used to measure changes in displacement of the vehicle during a collision. Displacement sensors 3113 can be installed at locations such as the front and rear of the vehicle to detect the degree of deformation of the vehicle structure, thereby providing more detailed collision information to the airbag control module 312. The piezoelectric sensor 3114 is used to detect the impact force during a collision, the high-voltage power-off sensor 3115 is used to detect the high-voltage electrical information of the vehicle, and the collision sensor 3116 is used to detect whether the vehicle has collided. The sensor module 311 will aggregate the signals detected by the acceleration sensor 3111, the pressure sensor 3112, the displacement sensor 3113, the piezoelectric sensor 3114, the high-voltage power-off sensor 3115 and the collision sensor 3116 and send them to the airbag control module 312 to ensure that the airbag control module 312 and other safety devices can be triggered quickly and accurately when a collision occurs.

[0052] For example, a collision sensor 3116 can be set on the left and right sides of the front of the vehicle and on both sides of the vehicle, a pressure sensor 3112 can be set at each door of the vehicle, and a high-voltage power-off sensor 3115 can be set at the front and rear of the vehicle respectively. The number and location of each sensor in the sensor module 311 can be selected according to actual needs. The sensor module 311 can also include other types of sensors, and this application does not impose specific restrictions on this.

[0053] The airbag control module 312 is an airbag control system module (ACSM). The ACSM is connected to the sensor module 311 to obtain the collision signal from the sensor module 311. When the ACSM can determine the severity of the collision based on the collision signal, if it knows that the vehicle collision is serious, the ACSM will respond quickly and promptly generate a first power-off command and a second power-off command to disconnect the battery pack 1 and the high-voltage system 2, so that the high-voltage system 2 can be powered off in a timely manner. At the same time, the ACSM can also determine which airbags need to be deployed based on the collision signal and trigger the corresponding airbags in the shortest possible time to protect the vehicle occupants. Secondly, the ACSM also generally has an event data recorder function to record the vehicle status and safety system response before and after the collision, providing important data for accident investigation. The ACSM also has other functions such as fault diagnosis, seat belt tensioner control, and communication, which will not be detailed here.

[0054] In one example, if Figure 5 As shown, the battery management module 321 may include a pre-charging switch 3211, one end of the pre-charging switch 3211 is connected to the battery pack 1, the other end of the pre-charging switch 3211 is connected to the high-voltage system 2, and the controlled end of the pre-charging switch 3211 is connected to the detection circuit 31, wherein the pre-charging switch 3211 receives a first power-off instruction from the detection circuit 31 and disconnects to cut off the connection between the battery pack 21 and the high-voltage system 2, and the first power-off instruction is a hard-wired signal. It is worth noting that the hard-wired signal refers to the signal transmitted by the detection circuit 31 directly connected to the pre-charging switch 3211 through a physical wire.

[0055] Among them, the pre-charge switch 3211 is the pre-charge safety switch (PSS) in the vehicle, and the battery management module 321 is the battery management system (BMS). A preset main contactor is provided in the BMS. When the high-voltage system 2 is turned on, the pre-charge switch 3211 can be pre-connected before the main contactor of the battery management module 321 is closed, and at the same time, the capacitor is pre-charged through a small resistor to gradually increase the voltage across the capacitor, avoiding the problem of sudden large current shock causing damage to sensitive electronic components in the battery management module 321, so as to ensure the reliability of the battery management module 321.

[0056] In this example, the present application reuses the pre-charge switch 3211 in the battery management module 321. That is, when the entire vehicle needs to be powered off, the detection circuit 31 will generate a first power-off instruction and a second power-off instruction. In this case, the first power-off instruction is a hard-wired signal. The detection circuit 31 can directly disconnect the pre-charge switch 3211 based on the hard-wired signal. That is, the pre-charge switch 3211 can cut off the connection between the battery pack 21 and the high-voltage system 2 through current, so that the high-voltage system 2 is powered off, thereby enabling the entire vehicle to be powered off. The detection circuit 31 controls the pre-charge switch 3211 through a hard-wired signal, which is not affected by electromagnetic and other communication interference, and has higher transmission reliability. Secondly, when the vehicle collides, the hard-wired signal is less likely to have communication errors or interruptions. It can immediately cut off the connection between the battery pack 21 and the high-voltage system 2, allowing the entire vehicle to be powered off, avoiding the safety hazard of fire or even explosion caused by the failure of the high-voltage system 2 to be powered off in time, thereby improving the safety of the vehicle. Moreover, compared with CAN signals, hard-wired signals have lower costs and simpler wiring.

[0057] Optionally, two hard-wired signals can be arranged between the pre-charging switch 3211 and the detection circuit 31, and the two hard-wired signals are redundant with each other, that is, the detection circuit 31 can cut off the connection between the battery pack 21 and the high-voltage system 2 through the two hard-wired signals or any one of them to further improve the power-off reliability. More hard-wired signals can also be set, which can be specifically set according to actual needs. This application does not impose any specific restrictions on this.

[0058] In this example, the control circuit 33 will be communicated with the controlled end of the main contactor in the battery management module 321. When the entire vehicle needs to reduce high voltage, the detection circuit 31 will send the corresponding second power-off instruction to the control circuit 33. The control circuit 33 can send the corresponding controller area network (CAN) signal to the pre-charging switch 3211 based on the second power-off instruction to disconnect the main contactor and cut off the connection between the battery pack 21 and the high-voltage system 2, so that the high-voltage system 2 is powered off, thereby reducing high voltage for the entire vehicle.

[0059] In summary, the detection circuit 31 in the high-voltage power-off control system 3 can generate a first power-off instruction and a second power-off instruction based on the detected collision signal, and at the same time provides two corresponding cut-off channels, one of which is a cut-off channel for transmitting hard-wired signals, that is, this channel adopts a powder control method, and the other is a cut-off channel for transmitting CAN signals, that is, this channel adopts a signal control method. In this way, dual power-off control of the connection between the battery pack 1 and the high-voltage system 2 is achieved through the powder and signal control methods, and the control accuracy is high. Secondly, the hard-wired signal and the CAN signal are redundant with each other. When one of the signals has a problem, the other signal can promptly cut off the connection between the battery pack 1 and the high-voltage system 2, so that the high-voltage system 2 is powered off in time, thereby cutting off the high-voltage power of the entire vehicle, thereby improving the control reliability of the high-voltage power-off control system 3 for the power-off control of the high-voltage system 2, thereby improving the power-off reliability of the high-voltage system 2, and avoiding the safety hazard of the vehicle catching fire or even exploding due to the failure of the high-voltage system 2 to be powered off in time, thereby improving the safety of the vehicle.

[0060] Optionally, the control circuit 33 is a basic central platform (BCP), which is connected to the detection circuit 31 through FlexRay communication bus technology. The transmission rate of FlexRay can reach up to 10Mbps, which is much higher than the CAN bus, so that the BCP can receive the second power-off instruction of the detection circuit 31 in time; the BCP is communicated with the execution circuit 32 through a controller area network with flexible data rate (CANFD).

[0061] When a vehicle crashes, the high-voltage power-off control system 3 can promptly disconnect the battery pack 1 from the high-voltage system 2 through dual-redundant power-off technology, allowing the entire vehicle to be powered off. However, there is still residual energy or voltage in the load capacitors of the vehicle's high-voltage components. If it is not consumed quickly, it may still cause a short circuit or even a risk of fire and explosion in the vehicle after the accident. For this reason, in one example, Figure 6 As shown, the execution circuit 32 also includes an integrated power management module 322, a load capacitor C and a discharge circuit 323. The integrated power management module 322 is connected to the detection circuit 31 and the control circuit 33, and the discharge circuit 323 is connected to the load capacitor C and the integrated power management module 322. The detection circuit 31 is also used to generate an alternating signal based on the collision signal and send the alternating signal to the integrated power management module 322. The integrated power management module 322 is used to control the connection of the discharge circuit 323 based on the alternating signal to discharge the load capacitor C. The load capacitor C refers to the residual electrical energy in the high-voltage components after the accident.

[0062] It is worth noting that, after a collision, the detection circuit 31 generates an alternating signal based on the collision signal. The alternating signal refers to a sudden change in the C+ and C- signals. Under normal circumstances, the C+ signal generated by the detection circuit 31 is 12V (volts) and the C- signal is 0V. After a collision, the C+ and C- signals generated by the detection circuit 31 alternate, causing the C+ signal generated by the detection circuit 31 to be 0V and the C- signal to be 12V. After receiving the alternating signal, the integrated power management module 322 controls the discharge circuit 323 to be connected, discharging the load capacitor C. This allows the residual energy and voltage in the integrated power management module 322 after the collision to be quickly consumed through the discharge circuit 323, thus achieving effective active discharge of the integrated power management module 322 to avoid the risk of fire and explosion in the vehicle after the accident, thereby further improving the safety of the vehicle.

[0063] Among them, the integrated power management module 322 is a three-in-one control module that integrates the control of the on-board charger (OBC), the DC / DC converter (DC / DC converter) and the on-board charging box (Power Distribution Unit, PDU). The integrated power management module 322 can also integrate other control modules to form an all-in-one control module. Optionally, the execution circuit 32 can also include a drive motor controller (Motor Control Unit, MCU), a vehicle control unit (Vehicle Control Unit, VCU) and other devices. This application does not make specific restrictions on this. There is no specific restriction on this.

[0064] In order to improve the reliability of the integrated power management module 322 in receiving the C+ signal and the C- signal, a diode can be arranged between the integrated power management module 322 and the detection circuit 31, so that the C+ signal and the C- signal output by the detection circuit 31 can be accurately output to the integrated power management module 322.

[0065] In one example, if Figure 7As shown, the discharge circuit 323 includes a first switch unit 3231, a second switch unit 3232 and a resistor R, the first end of the first switch unit 3231 is connected to the first end of the integrated power management module 322, the second end of the first switch unit 3231 is connected to the ground end GND, the first end of the second switch unit 3232 is connected to the second end of the integrated power management module 322, the second end of the second switch unit 3232 is connected to the third end of the first switch unit 3231, the third end of the second switch unit 3232 is connected to the ground end GND and the first plate of the load capacitor C, one end of the resistor R is connected to the second end of the second switch unit 3232, the third end of the first switch unit 3231 and the third end of the integrated power management module 322, and the other end of the resistor R is connected to the second plate of the load capacitor C.

[0066] In this example, when the C+ signal and the C- signal received by the integrated power management module 322 do not alternate, the vehicle is in a normal state, and the integrated power management module 322 controls the first switch unit 3231 and the second switch unit 3232 to turn off, so that the discharge circuit 323 is disconnected, and the load capacitor C stores energy normally; when the integrated power management module 322 receives the C+ signal and the C- signal alternately, the integrated power management module 322 will correspondingly control the first switch unit 3231 and the second switch unit 3232 to turn on, so that the discharge circuit 323 is connected. At this time, the residual electric energy and voltage in the load capacitor C can be quickly consumed by the resistor R, so that the residual electric energy and voltage in the integrated power management module 322 after the collision accident can be quickly consumed through the resistor R, thereby realizing effective active discharge of the integrated power management module 322 to avoid the risk of fire and explosion of the vehicle after the accident, thereby further improving the safety of the vehicle. Secondly, the integrated power management module 322 can control the discharge state of the load capacitor C by controlling the on-off state of the first switch unit 3231 and the second switch unit 3232, and has high control flexibility and control reliability.

[0067] In order to increase the discharge speed of the load capacitor C, the resistance of the resistor R provided in this application can optionally be 1 to 2Ω (ohms), that is, the resistor R provided in this application adopts a small resistance and high power, so that the residual energy and voltage in the capacitor C are quickly consumed through the small resistance and high power resistor R. Compared with conventional resistors, the small resistance and high power resistor R can quickly discharge the load capacitor C after the vehicle is subjected to high voltage. Assuming that the capacitance of the load capacitor C is 800μF (microfarad), the rated voltage of the load capacitor C is 480V, and the resistance of the resistor R is 2Ω, the small resistance and high power resistor R can reduce the residual voltage of the vehicle to below 12V within 20ms after the vehicle is subjected to high voltage, which is nearly 2000 times faster than the speed required by the national standard, making the voltage after discharge lower than the 60V required by the national standard, and the voltage is nearly 4 times lower, with extremely high discharge efficiency. Secondly, after discharge through the small resistance and high power resistor R, the voltage of the vehicle is even lower than the human safety voltage of 36V, so as to further improve the safety of the vehicle after the high voltage.

[0068] For example, Figure 8 As shown, after a vehicle collision or other accident occurs, the high-voltage power-off control system 3 may include three processing periods. The first period is the power-off start phase t1. During the power-off start phase t1, the detection circuit 31 generates a first power-off instruction and a second power-off instruction. At this time, a delay period of less than 2ms (milliseconds) is preset within the detection circuit 31. After a certain delay, the detection circuit 31 transmits the first power-off instruction and the second power-off instruction to the battery management module 321 and the transmission control circuit 33, respectively, to sever the connection between the battery pack 1 and the high-voltage system 2. It is worth noting that the inflation process of a vehicle's airbag typically takes several milliseconds. To ensure normal deployment of the airbag, a delay period is required within the detection circuit 31 to allow the battery pack 1 to continuously supply power to the airbag, ensuring full deployment and providing protection. The second time period is the power-off end stage t2, during which the connection between the battery pack 1 and the high-voltage system 2 is completely cut off. The power-off end stage t2 at this time can also be expressed as the discharge start stage. The third time period is the end stage t3, that is, the vehicle is completely powered off and out of power at this time. The time difference between the first time period and the second time period can be 10ms, and the time difference between the second time period and the third time period can be 8ms. The specific settings can be made according to actual needs. This application does not impose any specific restrictions on this.

[0069] Optionally, a similar small resistance and high power R may be set in the battery management module 321, and this application does not impose any specific restrictions on this.

[0070] In one example, if Figure 9As shown, the first switch unit 3231 includes a first driver D1 and a first switch K1. One end of the first driver D1 serves as the first end of the first switch unit 3231 and is connected to the first end of the integrated power management module 322. The other end of the first driver D1 is connected to the controlled end of the first switch K1. The first end of the first switch K1 serves as the second end of the first switch unit 3231 and is connected to the ground terminal GND. The second end of the first switch K1 serves as the third end of the first switch unit 3231. The second switch unit 3232 includes a second driver D2 and a second switch K2. One end of the second driver D2 serves as the first end of the second switch unit 3232 and is connected to the second end of the integrated power management module 322. The other end of the second driver D2 is connected to the controlled end of the second switch K2. The first end of the second switch K2 serves as the second end of the second switch unit 3232 and is connected to the third end of the first switch unit 3231 and one end of the resistor R. The second end of the second switch K2 serves as the third end of the second switch unit 3232 and is connected to the ground terminal GND and the first plate of the load capacitor C.

[0071] In this example, when the C+ signal and the C- signal received by the integrated power management module 322 do not alternate, the vehicle is in a normal state. The integrated power management module 322 sends a shutdown signal to the first driver D1 and the second driver D2. The first driver D1 and the second driver D2 control the first switch K1 and the second switch K2 to turn off based on the shutdown signal, so that the discharge circuit 323 is disconnected. At this time, the load capacitor C stores energy normally. When the integrated power management module 322 receives the alternating C+ and C- signals, it sends an on-signal to the first driver D1 and the second driver D2. Based on the on-signal, the first and second drivers D1 and D2 control the first and second switches K1 and K2 to conduct, connecting the discharge circuit 323. At this point, the resistor R can quickly consume the residual energy and voltage in the load capacitor C. This allows the residual energy and voltage in the integrated power management module 322 after a collision to be quickly consumed by the resistor R, achieving effective active discharge of the integrated power management module 322, thereby avoiding the risk of fire and explosion in the vehicle after the accident, and further improving vehicle safety. Furthermore, by controlling the on and off states of the first and second switches K1 and K2 through the first and second drivers D1 and D2, the integrated power management module 322 can control the discharge state of the load capacitor C, providing high control flexibility and reliability.

[0072] For example, Figure 9As shown, the first switch K1 and the second switch K2 can be an insulated gate bipolar transistor (IGBT). IGBT is a composite power semiconductor device that combines the advantages of metal oxide field effect transistor (MOSFET) and bipolar junction transistor (BJT), and has the characteristics of high efficiency, high voltage resistance, low conduction loss, etc., so as to improve the precise control of the discharge state of the load capacitor C. Optionally, the first switch K1 and the second switch K2 can also be an N-type metal oxide semiconductor (NMOS) field effect transistor, a P-type metal oxide semiconductor (PMOS) field effect transistor, a triode, a relay circuit or other devices or circuits that can realize the on-off function. This application does not make specific restrictions on this.

[0073] In one example, if Figure 10 As shown, the discharge circuit 323 further includes a digital-to-analog converter ADC, one end of the digital-to-analog converter ADC is connected to one end of the resistor R and the third end of the first switch unit 3231 (ie, Figure 10 The second end of the first switch K1 shown in FIG. 1 and the second end of the second switch unit 3232 (ie, Figure 10 The first terminal of the second switch K2 is connected to the first terminal of the second switch K2, and the other terminal of the digital-to-analog converter ADC is connected to the third terminal of the integrated power management module 322. In this example, the digital-to-analog converter ADC can convert the voltage signal at the resistor R into a digital signal and feed it back to the integrated power management module 322, so that the integrated power management module 322 can know the discharge status of the load capacitor C based on the digital signal.

[0074] In summary, the detection circuit 31 in the high-voltage power-off control system 3 can generate a first power-off instruction and a second power-off instruction based on the detected collision signal, and at the same time provides two corresponding cut-off channels. One is the cut-off channel between the detection circuit 31, the control circuit 33 and the battery management module 321. The control circuit 33 can receive the second power-off instruction from the detection circuit 31, and control the battery management module 321 to cut off the connection between the battery pack 1 and the high-voltage system 2 based on the second power-off instruction; the other is the cut-off channel between the detection circuit 31 and the battery management module 321. The detection circuit 31 can directly cut off the connection between the battery pack 1 and the high-voltage system 2 based on the first power-off instruction. In this way, dual power-off control of the connection between the battery pack 1 and the high-voltage system 2 is achieved through two cut-off channels, and the control accuracy is relatively high. Secondly, the two cut-off channels are redundant with each other. When a problem occurs in one of the cut-off channels, the other cut-off channel can promptly cut off the connection between the battery pack 1 and the high-voltage system 2, so that the high-voltage system 2 is powered off in time, thereby cutting off the high-voltage power of the entire vehicle, thereby improving the control reliability of the high-voltage power-off control system 3 in controlling the power-off of the high-voltage system 2, thereby improving the power-off reliability of the high-voltage system 2, and avoiding the problem that the high-voltage system 2 fails to power off in time, resulting in a safety hazard of fire or even explosion in the vehicle, thereby improving the safety of the vehicle.

[0075] Through the description of the above implementation methods, technical personnel in the relevant field can understand that for the convenience and simplicity of description, only the division of the above-mentioned functional modules is used as an example. In actual applications, the above-mentioned functions can be distributed and completed by different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0076] In the embodiments provided in this application, it should be understood that the disclosed devices and methods can be implemented in other ways. For example, the device embodiments described above are merely schematic. For example, the division of modules or units is only a logical function division. In actual implementation, there may be other division methods, such as multiple units or components can be combined or integrated into another device, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of devices or units, which can be electrical, mechanical or other forms.

[0077] The above content is merely a specific embodiment of the present application, but the scope of protection of the present application is not limited thereto. Any changes or substitutions that can be easily conceived by a person skilled in the art within the technical scope disclosed in this application should be included in the scope of protection of the present application. Therefore, the scope of protection of the present application should be based on the scope of protection of the claims.

Claims

1. A high-voltage power-off control system, applied to a vehicle, the vehicle comprising a battery pack and a high-voltage system, characterized in that: The high-voltage power-off control system includes: a detection circuit, the detection circuit being configured to obtain a collision signal of the vehicle and generate a first power-off instruction and a second power-off instruction based on the collision signal; an execution circuit, the execution circuit including a battery management module, the battery management module being connected to the battery pack, the high-voltage system, and the detection circuit, the battery management module being configured to receive the first power-off instruction and cut off the connection between the battery pack and the high-voltage system based on the first power-off instruction; and A control circuit is connected to the detection circuit and the execution circuit, and the control circuit is configured to receive the second power-off instruction and control the battery management module to cut off the connection between the battery pack and the high-voltage system based on the second power-off instruction.

2. The high voltage power failure control system according to claim 1, characterized in that: The battery management module includes: a pre-charging switch, one end of the pre-charging switch being connected to the battery pack, the other end of the pre-charging switch being connected to the high-voltage system, and a controlled end of the pre-charging switch being connected to the detection circuit; The pre-charging switch receives the first power-off instruction from the detection circuit and is disconnected to cut off the connection between the battery pack and the high-voltage system, and the first power-off instruction is a hard-line signal.

3. The high voltage power failure control system according to claim 2, characterized in that: The detection circuit comprises: a sensor module, the sensor module being configured to acquire the collision signal; and An airbag control module, wherein the airbag control module is connected to the sensor module, the pre-charge switch and the control circuit, the airbag control module receives the collision signal and generates the first power-off instruction and the second power-off instruction based on the collision signal, and the airbag control module is further used to trigger the airbag based on the collision signal.

4. The high voltage power failure control system according to claim 3, characterized in that: The sensor module at least includes an acceleration sensor, a pressure sensor, a displacement sensor, a piezoelectric sensor and a high-voltage power-off sensor.

5. The high voltage power failure control system according to any one of claims 1 to 4, characterized in that: The execution circuit further includes: an integrated power management module, the integrated power management module being connected to the detection circuit and the control circuit; load capacitance; and, a discharge circuit, the discharge circuit being connected to the load capacitor and the integrated power management module; The detection circuit is further configured to generate an alternating signal based on the collision signal and send the alternating signal to the integrated power management module. The integrated power management module is configured to control the discharge circuit to be connected based on the alternating signal so as to discharge the load capacitor.

6. The high voltage power failure control system according to claim 5, characterized in that: The discharge circuit comprises: a first switch unit, wherein a first end of the first switch unit is connected to a first end of the integrated power management module, and a second end of the first switch unit is connected to a ground end; a second switch unit, wherein a first end of the second switch unit is connected to a second end of the integrated power management module, a second end of the second switch unit is connected to a third end of the first switch unit, and a third end of the second switch unit is connected to the ground end and the first plate of the load capacitor; and a resistor, one end of which is connected to the second end of the second switch unit, the third end of the first switch unit, and the third end of the integrated power management module, and the other end of which is connected to the second plate of the load capacitor.

7. The high voltage power failure control system according to claim 6, characterized in that: The resistance of the resistor is 1 to 2 ohms.

8. The high voltage power failure control system according to claim 6, characterized in that: The first switch unit includes a first driver and a first switch, one end of the first driver serving as the first end of the first switch unit and connected to the first end of the integrated power management module, the other end of the first driver being connected to the controlled end of the first switch, the first end of the first switch serving as the second end of the first switch unit and connected to the ground end, and the second end of the first switch serving as the third end of the first switch unit; and / or, The second switch unit includes a second driver and a second switch, one end of the second driver serving as the first end of the second switch unit and connected to the second end of the integrated power management module, the other end of the second driver being connected to the controlled end of the second switch, the first end of the second switch serving as the second end of the second switch unit and connected to the third end of the first switch unit and one end of the resistor, and the second end of the second switch serving as the third end of the second switch unit being connected to the ground end and the first plate of the load capacitor.

9. The high voltage power failure control system according to claim 6, characterized in that: The discharge circuit further comprises: a digital-to-analog converter, one end of the digital-to-analog converter being connected to one end of the resistor, the third end of the first switch unit, and the second end of the second switch unit, and the other end of the digital-to-analog converter being connected to the third end of the integrated power management module.

10. A vehicle, characterized in that: The vehicle comprises: Battery pack; High-voltage systems; and, The high-voltage power-off control system according to any one of claims 1 to 9, wherein the high-voltage power-off control system is connected to the battery pack and the high-voltage system.

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