A heating low-voltage power distribution management system of a new energy bus

Abstract

The utility model provides a kind of new energy bus's air heating low voltage power distribution management system, it is related to new energy automobile technical field, and includes: whole vehicle controller VCU, battery management system BMS, electric air conditioner controller EAC, high voltage power distribution unit PDU, vehicle-mounted DC / DC converter, electric vehicle charging communication controller EVCC, fan motor and circulating water pump and air heating PTC heater;VCU is equipped with multiple high-side drive output ports;First high-side drive output port is connected with fan motor and circulating water pump by relay K4;Second high-side drive output port is connected with air heating PTC heater by relay K3;Third high-side drive output port is connected with EAC by relay K2;Fourth high-side drive output port is connected with BMS adaptively;Fifth high-side drive output port is connected with high voltage power distribution unit PDU and vehicle-mounted DC / DC converter by relay K1.The utility model overcomes the problem of traditional rocker switch control inaccuracy and open supply standby energy consumption.

Description

Technical Field

[0001] This utility model relates to the field of new energy vehicle technology, and more specifically, to a heating low-voltage power distribution management system for a new energy bus. Background Technology

[0002] Existing heating systems for new energy buses have several technical defects: In terms of power supply management, two main methods are used: one is to directly control the power supply of the heating system through a rocker switch. This method cannot achieve precise management of low-voltage power distribution and is difficult to meet the needs of optimizing the energy consumption of the whole vehicle; the other is to use an open power supply method through the low-voltage distribution box. This method will cause components that do not need to be powered on (such as instruments, electric air pumps, entertainment systems, etc.) to be in standby mode during the preheating process of the passenger cabin, resulting in increased energy consumption of the whole vehicle and reduced user comfort.

[0003] In terms of system control, traditional starting methods require manual intervention by the driver through a control panel switch, which is inconvenient for batch management of multiple vehicles and is particularly unsuitable for the operational needs of bus companies or large-scale passenger transport companies. The existing low-voltage distribution box is not effectively linked to the overall vehicle status, making it impossible to achieve interlocking and precise control of the operation of various components, resulting in the long-standing problem of excessive energy consumption.

[0004] Furthermore, the existing system lacks intelligent timing control functions, making it unable to automatically activate the heating system based on usage needs; it also cannot dynamically adjust charging parameters based on battery status and heating demand during charging. These issues severely impact the operational efficiency and user experience of new energy buses.

[0005] In view of the above, this application is hereby submitted. Utility Model Content

[0006] The present invention aims to provide a heating low-voltage power distribution management system for new energy buses, so as to solve at least one of the above-mentioned defects in the existing low-voltage power distribution management of new energy buses.

[0007] To solve the above-mentioned technical problems, this utility model is achieved through the following technical solution:

[0008] A heating low-voltage power distribution management system for a new energy bus includes: a vehicle controller (VCU), a battery management system (BMS), an electric air conditioning controller (EAC), a high-voltage power distribution unit (PDU), an on-board DC / DC converter, an electric vehicle charging communication controller (EVCC), a fan motor, a circulating water pump, and a heating PTC heater.

[0009] The VCU is installed in the vehicle's electrical control cabinet and is connected to the power battery pack, BMS, and EVCC respectively.

[0010] The PDU is connected to the power battery pack, the on-board DC / DC converter, and the BMS via high-voltage cables.

[0011] Its characteristic is that the VCU is provided with multiple high-side drive output ports;

[0012] The first high-side drive output port is connected to the fan motor and the circulating water pump via relay K4;

[0013] The second high-side drive output port is connected to the warm air PTC heater via relay K3;

[0014] The third high-side drive output port is connected to EAC via relay K2;

[0015] The fourth high-side driver output port is connected to the BMS adapter;

[0016] The fifth high-side drive output port is connected to the high-voltage power distribution unit (PDU) and the vehicle-mounted DC / DC converter via relay K1.

[0017] Furthermore, it also includes a timer; the timer is fixed below the vehicle dashboard and connected to the VCU adapter.

[0018] Furthermore, the timer is an electronic timing device with an LCD display and a button operation interface, and it has a timing chip and a signal output circuit inside; the timing chip is electrically connected to the button, and the signal output circuit is electrically connected to the VCU.

[0019] Furthermore, it also includes a relay K5; a unidirectional diode is connected in parallel between the relay K5 and the VCU; diode 1 enables conduction from the VCU to the output terminal of the relay K5, and diode 2 enables conduction from the coil terminal of the relay K5 to the VCU.

[0020] Furthermore, the output of the timer is connected in series with the relay K5 via a wire.

[0021] Furthermore, the coil end of the relay K5 is connected to the output end of the key switch S1, and its normally closed contact is connected in series in the circuit between the timer and the VCU.

[0022] Furthermore, it also includes a charger back-end cloud management platform; the charger back-end cloud management platform is connected to the off-board charger via a network cable interface and communicates with the VCU via the EVCC.

[0023] Furthermore, the charger's back-end cloud management platform is connected to the operator's terminal via a hardware interface.

[0024] Furthermore, the charger's backend cloud platform establishes a communication link with the vehicle through the physical connection between the charging gun and the vehicle's charging socket.

[0025] Furthermore, the fan motor and circulating water pump, the warm air PTC heater and EAC are respectively connected to the PDU via high-voltage cables.

[0026] In summary, compared with the prior art, this utility model has the following beneficial effects:

[0027] (1) This utility model uses multiple independently controlled high-side drive ports to physically isolate the power supply circuits of each functional component, completely cutting off the power supply when not in operation. It is suitable for the low-voltage power distribution management needs of new energy buses under various working conditions. It can overcome the problem of inaccurate low-voltage power distribution management caused by the rocker switch directly controlling the heating system in the prior art, and at the same time solves the phenomenon of unnecessary components consuming standby energy under open power supply mode.

[0028] (2) This utility model effectively avoids the problem of incorrect output of high-side signal caused by the timer being accidentally triggered in driving mode by interlocking relay K5 and timer, thereby improving the safety and stability of the system.

[0029] (3) This utility model achieves remote control and intelligent management of cabin preheating, battery thermal management and charging process through the collaborative work of the charger background cloud management platform and the vehicle controller VCU. It can realize batch management of multiple vehicles, significantly improve vehicle operation efficiency and user experience, and meet the operation needs of bus companies and passenger transport companies. Attached Figure Description

[0030] To more clearly illustrate the technical solutions of the embodiments of this utility model, the drawings used in the embodiments will be briefly introduced below. It should be understood that the following drawings only show some embodiments of this utility model and should not be regarded as a limitation of the scope. For those skilled in the art, other related drawings can be obtained from these drawings without creative effort.

[0031] Figure 1 This is a schematic diagram of the overall architecture of the low-voltage power distribution management system for heating in a new energy bus provided in Example 1.

[0032] Figure 2 This is a flowchart illustrating the process in driving mode as provided in Example 1.

[0033] Figure 3 This is a schematic diagram of the process in charging mode and parking / resting mode provided in Example 1.

[0034] Figure 4 This is a schematic diagram of the current PI regulation control provided in Example 1. Detailed Implementation

[0035] To make the objectives, technical solutions, and advantages of the embodiments of this utility model clearer, the technical solutions of the embodiments of this utility model will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this utility model, not all of them. All other embodiments obtained by those skilled in the art based on the embodiments of this utility model without creative effort are within the scope of protection of this utility model. Therefore, the following detailed description of the embodiments of this utility model provided in the accompanying drawings is not intended to limit the scope of the claimed utility model, but merely represents selected embodiments of this utility model. All other embodiments obtained by those skilled in the art based on the embodiments of this utility model without creative effort are within the scope of protection of this utility model.

[0036] In the description of this utility model, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", 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 utility model and simplifying the description, and are not intended to indicate or imply that the device or component 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 utility model.

[0037] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this utility model, "a plurality of" means two or more, unless otherwise explicitly specified.

[0038] In this utility model, unless otherwise explicitly specified and limited, the terms "installation," "connection," "joining," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; 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. Those skilled in the art can understand the specific meaning of the above terms in this utility model according to the specific circumstances.

[0039] In this invention, unless otherwise explicitly specified and limited, "above" or "below" the second feature can include direct contact between the first and second features, or contact between the first and second features through another feature between them. Furthermore, "above," "over," and "on top" of the second feature includes the first feature directly above or diagonally above the second feature, or simply indicates that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature includes the first feature directly below or diagonally below the second feature, or simply indicates that the first feature is at a lower horizontal level than the second feature.

[0040] Example

[0041] The present invention will now be described in further detail with reference to the accompanying drawings and specific embodiments:

[0042] In existing technologies, heating systems in new energy buses generally employ either direct control via rocker switches or open power supply via low-voltage distribution boxes. The former fails to achieve precise power distribution management, while the latter results in unnecessary components remaining in standby mode for extended periods, leading to energy waste. Traditional starting methods rely on manual operation of panel switches, which is insufficient for managing large numbers of vehicles. Furthermore, the low-voltage power distribution system is not linked to the overall vehicle status, preventing interlocking control of components and resulting in excessive energy consumption. For example, in bus operation scenarios, drivers must start each vehicle individually for preheating, which is time-consuming, labor-intensive, and lacks unified scheduling capabilities.

[0043] To address the aforementioned issues, this paper proposes introducing automated control modules to replace manual operation to address the problem of inefficient low-voltage power distribution management; to address the issue of excessive energy consumption, it proposes achieving precise power distribution through vehicle status linkage; and to address the challenge of batch management, it explores a solution combining remote control and timed triggering. By analyzing the mutual exclusion relationship between the key switch and the timer, a relay cut-off mechanism is designed to avoid signal conflicts; and by integrating with a cloud platform, parameters can be remotely transmitted, forming a complete automated control chain.

[0044] like Figure 1 As shown, the first embodiment of this utility model provides a low-voltage power distribution management system for heating in a new energy bus, comprising:

[0045] Vehicle control unit (VCU), battery management system (BMS), electric air conditioning controller (EAC), high-voltage power distribution unit (PDU), on-board DC / DC converter, electric vehicle charging communication controller (EVCC), fan motor and circulating water pump, heater PTC, and charger back-end cloud management platform (not shown in the diagram).

[0046] The vehicle control unit (VCU) is installed in the vehicle's electrical control cabinet and is connected to the power battery pack, BMS, and EVCC respectively. The high-voltage power distribution unit (PDU) is connected to the power battery pack, on-board DC / DC converter, VCU, and BMS via high-voltage cables. The charger's back-end cloud management platform is connected to the off-board charger via a network cable interface and communicates with the vehicle control unit (VCU) through the electric vehicle charging communication controller (EVCC). The charger's back-end cloud management platform is connected to the operator's terminal via a cloud server.

[0047] 24V battery: As the power source for the vehicle's low-voltage system, it is grounded through the jumper and supplies power to low-voltage components such as key switch S1, relays, timers, and VCU.

[0048] Furthermore, the vehicle controller has multiple (such as) Figure 1 As shown, there are 5 high-side drive output ports. The first high-side drive output port is connected to the fan motor and circulating water pump through relay K4 and controls their low-voltage power supply. The second high-side drive output port is connected to the heater PTC heater through relay K3 and controls its low-voltage power supply. The third high-side drive output port is connected to the electric air conditioning controller through relay K2 and controls its low-voltage power supply. The fourth high-side drive output port is connected to the battery management system (BMS) adapter (such as connecting to the BMS hardware wake-up pin) and wakes it up to work. The fifth high-side drive output port is connected to the high-voltage power distribution unit and the vehicle DC / DC converter through relay K1 and controls its low-voltage power supply, and so on.

[0049] The high-side drive output port refers to the signal output interface located inside the vehicle controller, which can independently control the power supply circuit. It can be implemented using a MOSFET drive circuit with overcurrent protection, used for separate management of the power supply to different functional components. Relay K4 refers to an electromagnetic switch device with normally open contacts, specifically implemented using an automotive-grade relay with a 12V DC coil voltage, used to isolate the power supply circuits of the fan motor and circulating water pump. The PTC heater refers to an electric heating device using positive temperature coefficient ceramic materials; its heating power can be controlled by adjusting the duty cycle, used for cabin temperature regulation.

[0050] Specifically, multiple high-side drive output ports are connected to different relays, forming independently controlled power supply circuits. When the heating system needs to be started, the first high-side drive port outputs a signal to close relay K4, supplying power only to the fan motor and circulating water pump, avoiding simultaneous power supply to other unnecessary components in the traditional parallel power supply mode. The second high-side drive port controls the power supply status of the heating PTC heater independently through relay K3, ensuring it only starts when the cabin needs heating. The third high-side drive port manages the power supply of the electric air conditioning controller through relay K2, ensuring the air conditioning system operates on demand. The fourth high-side drive port sends a wake-up command to the battery management system, replacing the traditional continuous power supply mode. The fifth high-side drive port controls the low-voltage power supply of the high-voltage distribution unit and the DC / DC converter through relay K1, achieving coordinated management of the high and low voltage systems.

[0051] Compared to existing technologies, traditional solutions use open low-voltage distribution boxes, resulting in parallel power supply to all components, leading to standby current losses even when some functions are not in use. This solution, through multiple independently controlled high-side drive ports, physically isolates the power supply circuits for each functional component, completely cutting off power supply when not in operation. For example, in traditional solutions, the instrumentation system and heating system share a power line; this solution separates the control circuits for heating-related components, eliminating standby power consumption from unnecessary parts.

[0052] Through the above technical solutions, this application achieves precise branch control of each functional component of the heating system, effectively reducing power loss during non-operational states. The independent power supply circuit design avoids current interference between components, improving system reliability. The coordinated control of the high and low voltage systems ensures energy management efficiency, meeting the vehicle's energy consumption optimization requirements.

[0053] Furthermore, this solution also includes a timer; the timer is fixed below the vehicle dashboard and connected to the VCU. The timer is an electronic timing device with an LCD display and a button operation interface, and it contains a timing chip and a signal output circuit; the timing chip is electrically connected to the buttons, and the signal output circuit is electrically connected to the VCU.

[0054] Specifically, a timer refers to an electronic control device with a countdown function. This device has an LCD screen and a button operation interface, and internally includes a timing chip and a signal output circuit. The timing chip starts counting down after the set time is input via a button. When the countdown ends, the signal output circuit generates a high-side signal and transmits it to the vehicle controller via a hardwired connection.

[0055] The LCD screen is a display module that shows time setting parameters and countdown status. It can be implemented using a TN or STN type LCD screen, providing a clear view of the operation interface and countdown progress. The button operation interface refers to the physical button components that receive manual input commands. These can be implemented using membrane switches or mechanical buttons, facilitating the setting of timing parameters by the operator. The timing chip is an integrated circuit with time calculation and countdown functions. It can be implemented using a microcontroller with RTC functionality, completing countdown logic operations by receiving button inputs. The signal output circuit is a drive circuit that converts the timing end signal into a high-side level signal. It can be implemented using a transistor or MOSFET switching circuit, generating a high-level trigger signal recognizable by the vehicle controller. Hard-wired transmission refers to a communication method that directly connects the signal source and receiver with an independent wire. This can be implemented using shielded twisted-pair cable or coaxial cable, avoiding delays and interference from bus communication.

[0056] Specifically, the operator sets the countdown parameters for the heating system to start via buttons, and the LCD screen displays the set time in real time. Upon receiving the button input, the timing chip starts the countdown program. When the countdown reaches zero, the signal output circuit converts the low-level signal to a high-side signal. This high-side signal is transmitted directly to the vehicle controller via a separate hardwired line, triggering the heating system power-on command. Because the signal transmission path is independent of the vehicle bus system, it avoids the signal delay or data conflict issues that may exist in CAN bus communication.

[0057] Compared to existing technologies, current new energy buses typically rely on bus communication to transmit timing signals, which is prone to signal delays or loss due to excessive bus load. This solution, however, uses a direct hardwire connection to transmit high-side signals independently via physical wires, eliminating the risk of interference from bus communication.

[0058] Through the above technical solution, this application achieves precise triggering of the timing control of the heating system, eliminating the need for manual intervention by the operator when the vehicle is started. The hard-wired transmission method ensures the real-time performance and reliability of the timing signal, avoiding signal delays or loss issues that may occur with bus communication.

[0059] Furthermore, this solution also includes relay K5. For example... Figure 1 As shown, two unidirectional diodes (diode 1 and diode 2) are connected in parallel between relay K5 and VCU to form a bidirectional signal isolation circuit (diode 1 is used for VCU→K5, and diode 2 is used for K5→VCU); the output terminal of the timer is connected in series with relay K5 through a wire, and the coil signal triggers VCU to wake up through diode 2. The normally closed contact of relay K5 is connected in parallel with the output terminal of key switch S1.

[0060] In this context, relay K5 refers to an electromagnetic switch device that controls the switching of contact states by energizing a coil. Specifically, it can be implemented using a 12V DC relay with normally closed contacts. Its coil terminal is connected to the output terminal of the key switch S1, used to change the circuit's on / off state according to the key switch's state. Key switch S1 is the power control switch for the vehicle's ignition system, which can be implemented using a mechanical rotary switch or an electronic trigger switch. Its closed state corresponds to the vehicle entering driving mode. The normally closed contact refers to the contact structure of the relay that remains conductive when not energized. Specifically, it can use silver alloy contact material to achieve low-resistance conduction, used to maintain the signal transmission path between the timer and the VCU when the relay is not activated.

[0061] In this embodiment, the combination of two diodes is used for dual-loop isolation and signal orientation.

[0062] Diode 1 controls the flow of the conventional control signal, enabling the timer to output a directional signal to the VCU and wake up the VCU. The cut-off signal from the key switch affects the timer's output. Diode 2 controls the signal flow of the key switch S1, enabling the key switch S1 to output a directional signal to the VCU and wake up the VCU. The cut-off signal from the timer affects the key switch S1.

[0063] When the key switch S1 is turned off (the vehicle is not started and is in the parking state), the relay K5 coil is de-energized, its normally closed contact remains closed, and the timer output signal directly drives the K5 coil to be energized → the K5 coil signal is transmitted to the VCU wake-up terminal through diode 2 (in accordance with the conduction direction) → triggering the VCU to start from the sleep state, thereby controlling the operation of components such as the heater PTC and fan.

[0064] When the key switch S1 is closed (vehicle started, in driving state), the coil of relay K5 is energized, its normally closed contact opens, physically cutting off the redundant connection circuit S1 between the timer and other low-voltage loads. This prevents the timer signal from conflicting with the power supply at the load end, thus preventing accidental triggering during driving.

[0065] Specifically, when the ignition switch S1 is in the off state, the relay K5 coil is not energized, its normally closed contact remains closed, and the signal transmission path between the timer and the VCU is open. If the timer triggers a signal output at this time, a control command can be sent to the VCU through this path. When the ignition switch S1 is closed to enter driving mode, the relay K5 coil is energized, generating magnetic force that drives the mechanical structure to open the normally closed contact, physically severing the connection between the timer and the VCU, thereby preventing the timer-generated signal from being transmitted to the VCU while the vehicle is in motion. This hard-wired linkage mechanism ensures that the timer cannot interfere with the high-side drive circuit of the VCU during vehicle operation, avoiding false triggering of the heating system due to signal conflicts.

[0066] Compared to existing technologies, traditional solutions lack a driving mode isolation mechanism in the communication path between the timer and the VCU, posing a risk that the timer signal may still be transmitted to the VCU when the ignition switch is closed. For example, if the timer is accidentally triggered due to a program error or external interference while the vehicle is in motion, its erroneous signal may directly cause the heating system to start abnormally. This solution achieves physical isolation between the two operating modes through hard-wired linkage between the ignition switch state and the relay contacts, eliminating the possibility of signal interference at the circuit level.

[0067] Through the above technical solution, this application effectively avoids the erroneous output of the high-side drive signal of the heating system caused by the timer being triggered erroneously during vehicle operation, ensuring that the VCU only receives the timer command when the key switch is off and the vehicle is in charging or preheating mode, thereby improving the safety of system operation and the reliability of control logic.

[0068] The charger's backend cloud management platform refers to a server system that supports remote communication. Specifically, it can be implemented using a cloud server architecture based on the TCP / IP protocol, used to receive control commands from the operating terminal. The key switch S1 refers to the physical switch of the vehicle's ignition system, specifically implemented as a rotary mechanical switch, used to switch the vehicle's operating state. The CAN bus refers to the controller area network communication interface, specifically implemented using the ISO11898 standard protocol, used to transmit vehicle control commands.

[0069] Specifically, when the operating terminal sends vehicle usage time parameters through the cloud server, the charger's backend cloud management platform transmits the parameters to the vehicle controller. The timer starts counting down according to the set time and sends a trigger signal to the vehicle controller after the preset time is reached. The vehicle controller wakes up the battery management system via the CAN bus to obtain power battery status data. If the battery temperature is lower than the set threshold, the high-voltage power distribution unit activates the on-board DC / DC converter to supply power to the heating system. The normally closed contact of relay K5 is connected in parallel with the ignition switch, keeping the timer signal path open when the ignition switch is not closed. When the vehicle enters driving mode and the ignition switch is closed, the coil of relay K5 is energized, causing the normally closed contact to open and blocking the timer signal transmission. The charger's backend cloud management platform receives battery temperature data uploaded by the battery management system in real time and adjusts the charging current parameters accordingly.

[0070] Compared to existing technologies, traditional solutions rely on manual operation of the control panel to control the heating system. This solution achieves automated management through a timer and a cloud management platform for the charger. Existing technologies use an open power supply to the low-voltage distribution box, leading to continuous power consumption by unnecessary components. This solution achieves precise power distribution through the coordinated control of the vehicle controller and the high-voltage distribution unit. Traditional charging systems cannot dynamically adjust parameters based on battery temperature. This solution optimizes charging current through data interaction between the cloud platform and the battery management system. Through these technical solutions, this application achieves automated control of the low-voltage power distribution of the heating system, eliminating standby power consumption by unnecessary components. A timed trigger mechanism replaces manual operation, meeting the unified scheduling needs of batch vehicles. The interlocking design of the key switch and relay avoids control signal conflicts during driving, ensuring system stability. The collaborative work between the cloud platform and the vehicle controller allows battery status data to be fed back to the management terminal in real time, forming a closed-loop control chain.

[0071] Furthermore, the charger's backend cloud management platform includes a vehicle usage time setting module, a cabin temperature preset module, a battery thermal management requirement module, and a charging current PI adjustment module. The vehicle usage time setting module inputs the predetermined vehicle usage time signal through the operating terminal and sends it to the VCU; the cabin temperature preset module calculates the required preheating or cooling time for the cabin based on the current ambient temperature collected by the ambient temperature sensor and sends the signal to the EAC; the battery thermal management requirement module determines the battery heating or cooling requirement based on the real-time temperature of the power battery pack and sends the signal to the BMS; the charging current PI adjustment module dynamically adjusts the charger's output current based on the power battery's SOC value and the real-time power demand of the air-conditioning system.

[0072] The vehicle usage time setting module is a logical unit that receives user-inputted vehicle usage plan time information. It can be implemented using an embedded system combined with an interactive interface on the operating terminal. A preset time signal triggers the VCU to start the heating system, avoiding energy waste caused by starting too early or too late. The cabin temperature preset module is a computational unit that calculates the cabin temperature adjustment time based on ambient temperature. It can be implemented using existing temperature sensors combined with a microprocessor. By collecting ambient temperature data in real time and calculating the required heating or cooling time, it provides an accurate start-up time reference for the EAC. The battery thermal management demand module is a control unit that monitors the power battery temperature and generates thermal management commands. It can be implemented using existing temperature sensor arrays and logic judgment circuits. By analyzing the battery temperature distribution in real time, it sends heating or cooling demand commands to the BMS. The charging current PI adjustment module is an adjustment unit that dynamically balances the charging current with the heating system power demand. It can be implemented using existing proportional-integral control algorithms combined with current sensors. By comparing the battery SOC with the heating power demand in real time, it dynamically adjusts the charger output current.

[0073] Specifically, the vehicle usage time setting module receives the user's input usage time via the operating terminal, such as a departure time of 6:00 AM the next morning. This module sends the time signal to the VCU, which calculates the heating system's start time based on the difference between the current time and the preset time, for example, starting preheating 30 minutes before departure. The cabin temperature preset module obtains the current outside temperature through an ambient temperature sensor, for example, -10°C. Combined with the target cabin temperature of 20°C, it calculates the heating time required to be approximately 25 minutes and sends this signal to the EAC, which then starts the heating system in advance. The battery thermal management demand module collects real-time battery temperature data. For example, if a cell temperature is detected to be below 0°C, a heating command is sent to the BMS, which controls the internal heating device of the battery pack to operate. The charging current PI adjustment module continuously monitors the battery's SOC value, for example, if the current SOC is 80%, and the real-time power demand of the heating system is 3kW, it dynamically adjusts the charger's output current through a PI algorithm, prioritizing the heating power demand while ensuring safe battery charging.

[0074] Compared to existing technologies, traditional solutions operate the heating system and charging process independently. When the charger charges at a fixed current, it cannot respond to power fluctuations in the heating system, leading to reduced charging efficiency. For example, in low-temperature environments, high-power operation of the heating system may force a reduction in charging current, extending charging time. This solution uses a charging current PI control module to coordinate charging power and heating demand in real time. For instance, when heating power suddenly increases, the PI algorithm quickly increases the charging current to maintain overall power balance and prevent charging interruptions. Furthermore, existing technologies rely on manual setting of the heating start time, failing to dynamically adjust the preheating duration based on ambient temperature. For example, insufficient driver estimation may result in the cabin temperature not reaching the target value. This solution automatically calculates the heating duration through a cabin temperature preset module, combined with trigger signals from the vehicle usage time setting module, achieving precise heating start control.

[0075] Through the above technical solution, this application resolves the power conflict between the heating system and battery charging during the charging process, achieving dynamic matching between charging current and heating energy consumption. During battery charging, the system automatically adjusts the charging current based on real-time power demand, avoiding charging efficiency degradation caused by sudden changes in heating load. The timing for cabin temperature adjustment is automatically calculated based on the difference between the ambient temperature and the target temperature, eliminating temperature adjustment lag caused by manual setting errors. The battery thermal management module monitors the battery temperature in real time, ensuring the battery operates within its optimal temperature range during charging, reducing energy loss due to low-temperature charging. The charging current PI control module maintains a balance between charging power and heating demand through closed-loop control, optimizing the overall vehicle energy distribution efficiency.

[0076] This application further proposes a cloud management platform for the charger backend, which sets parameters through an operating terminal and transmits signals to the off-board charger via a network cable interface; the off-board charger communicates with the vehicle controller through the electric vehicle charging communication controller and forwards the signals to the battery management system and the electric air conditioning controller; wherein the parameters include vehicle usage time, and / or cabin preheating temperature, and / or battery heating temperature, and / or charging mode.

[0077] Specifically, a cloud computing platform with data transmission and reception capabilities can be used to receive parameters input from the operating terminal and generate control commands. The operating terminal refers to a human-machine interface device, which can be a mobile terminal or computer, used by administrators to remotely set vehicle usage time, temperature thresholds, and charging modes. The network cable interface refers to a wired communication port, which can be an RJ45 standard interface, ensuring the stability and anti-interference capability of parameter transmission. The off-board charger refers to an external power supply device, which can be a DC charging pile, used to receive cloud signals and act as an information relay node. The electric vehicle charging communication controller refers to the on-board communication module, which can be a controller conforming to the GB / T27930 protocol, used to parse charger signals and forward them to the vehicle controller. The vehicle usage time parameter refers to the preset time point for vehicle startup, which can be input in a 24-hour time format, used to trigger the heating system to start preheating at the specified time.

[0078] Specifically, the charger's backend cloud management platform receives parameter combinations input by administrators via an operating terminal. These parameters include setting the vehicle usage time to 6:00 AM the next day, the cabin preheating temperature to 20°C, the battery heating temperature to 15°C, and the charging mode to constant current charging. These parameters are transmitted to the off-board charger via a network cable interface. The off-board charger converts the signals into data packets conforming to the vehicle communication protocol and sends them to the vehicle controller via the electric vehicle charging communication controller. After parsing the parameters, the vehicle controller sends the usage time signal to a timer to trigger the heating system, sends the cabin preheating temperature signal to the electric air conditioning controller to control the power of the PTC heater, and simultaneously sends the battery heating temperature signal to the battery management system to activate the power battery thermal management program. The charging mode signal is linked with the battery management system through the vehicle controller to dynamically adjust the charging current to meet the power supply requirements of the heating system.

[0079] Compared to existing technologies, which rely on the driver manually operating a control panel switch or low-voltage distribution box for heating control, this solution cannot achieve remote parameter setting or multi-module coordination. This solution integrates vehicle usage time, temperature thresholds, and charging modes into configurable parameters through a closed-loop communication link between a cloud platform and the vehicle terminal. A non-vehicle charger acts as an intermediary node for signal distribution, enabling the battery management system and electric air conditioning controller to perform coordinated control based on unified parameters. This eliminates the need for manual intervention and supports batch management of multiple vehicles.

[0080] Through the above technical solution, this application solves the problem of lack of collaborative control caused by the inability to remotely configure parameters of the heating system of new energy buses, realizes the linkage management of vehicle use time, cabin temperature and battery heating demand, reduces standby energy consumption by dynamically matching charging mode and heating power supply, and provides bus companies with the feasibility of centralized control of multiple vehicles.

[0081] This application further proposes that the charger's back-end cloud platform establishes a communication link with the vehicle after the charging gun is inserted into the vehicle's charging socket.

[0082] The charger's backend cloud platform refers to the control system deployed in the cloud for managing the charging process. This can be achieved through a collaborative operation of server clusters and operating terminals, using data interaction to monitor vehicle status and issue commands. Establishing a communication link after the charging gun is inserted into the vehicle's charging socket refers to triggering a communication protocol handshake using the physical connection between the charging gun and the charging socket. Specifically, this can be achieved through a communication interface circuit within the charging gun, establishing a hard-wired or wireless data transmission channel with the vehicle controller, allowing the charging operation and communication connection to be completed synchronously.

[0083] Specifically, when the charging gun is inserted into the vehicle's charging socket, the communication interface circuit inside the charging gun forms an electrical connection with the corresponding interface in the vehicle's charging socket. At this time, the charger's backend cloud platform triggers the communication protocol initialization process through this physical connection. After the communication link is established, the vehicle controller uploads data such as battery status and thermal management requirements to the cloud platform in real time. Simultaneously, the cloud platform sends charging current adjustment commands or heating system control commands to the vehicle according to preset strategies. The entire process does not require manual activation of the communication module; the insertion of the charging gun directly serves as the trigger condition for establishing the communication link.

[0084] Compared to existing technologies, traditional solutions require manual operation of the on-board terminal or charging pile interface to activate the communication module between the charger and the vehicle control system. This solution, however, automatically establishes the communication link through the insertion of the charging gun, eliminating the need for manual operation. Furthermore, the separation of communication connection from charging operation in existing technologies can lead to data synchronization delays. This solution, however, triggers communication through a physical connection, ensuring data exchange is completed before charging begins.

[0085] Through the above technical solution, this application achieves automated association between charging operation and communication link establishment, avoiding the risk of operational errors from manually activating the communication module and shortening the charging preparation stage. The charger's backend cloud platform can acquire vehicle battery status data in real time and dynamically adjust charging parameters. Simultaneously, it coordinates the control of the heating system according to battery thermal management requirements, improving the coordination efficiency between the charging process and the vehicle's thermal management system.

[0086] This application further proposes that the fan motor and circulating water pump, the PTC heater and the electric air conditioning controller obtain high-voltage power through a high-voltage power distribution unit, and at the same time receive operating instructions from the vehicle controller, so as to achieve precise control of the cabin temperature.

[0087] The high-voltage power distribution unit refers to the device used to distribute the high-voltage electrical energy from the power battery pack. Specifically, it can be implemented using a main circuit structure with contactors and fuses. Its function is to directionally deliver high-voltage electrical energy to designated loads, avoiding redundant components consuming standby power due to the open power supply of the low-voltage distribution box. The vehicle controller's operating commands refer to digital control signals transmitted via the CAN bus. Specifically, it can be implemented using PWM waveform signals generated by a preset logic algorithm. Its function is to dynamically adjust the operating modes of each component according to the vehicle's operating status. High-voltage electrical energy refers to the DC power output from the power battery pack. Specifically, it can be implemented using a power supply with a voltage range of 300V to 600V. Its function is to provide energy input for high-power loads and reduce power loss in low-voltage power supply lines.

[0088] Specifically, the fan motor and circulating water pump obtain high-voltage power through independent contactors in the high-voltage power distribution unit. When the vehicle controller detects that the cabin temperature is lower than a preset threshold, it controls the contactor to close by outputting a PWM signal, causing the fan and pump to run at a set speed. Simultaneously, the duty cycle is adjusted in real time based on temperature sensor feedback. The PTC heater for the warm air is directly connected to the main circuit of the high-voltage power distribution unit. After the vehicle controller receives a battery thermal management demand signal, it activates the heater and adjusts the output power based on current sensor data. The electric air conditioning controller obtains power from the high-voltage power distribution unit and switches between cooling and heating functions according to the air conditioning mode command sent by the vehicle controller. It also synchronizes battery temperature data with the battery management system via the CAN bus to achieve dynamic matching of power distribution and thermal management needs.

[0089] In some specific implementations, the high-voltage power distribution unit can be configured to disconnect the connection circuit with non-essential loads such as the entertainment system and instrument panel during charging mode, maintaining high-voltage power supply only to the core components of the heating system. The vehicle controller's operating instructions can be set to automatically reduce the output power level of the heating PTC heater when the remaining power battery charge is below 20%.

[0090] Compared to existing technologies, traditional solutions use a low-voltage distribution box to supply power to all components, resulting in redundant low-voltage loads being in standby mode during cabin preheating. This solution uses a high-voltage distribution unit for targeted power supply, allowing the core components of the heating system to operate independently of the low-voltage power network. Simultaneously, it utilizes the closed-loop control strategy of the vehicle controller to activate relevant loads only when preset conditions are met. In existing technologies, heating system power adjustment relies on manual operation of the control panel, while this solution automatically generates control commands and optimizes energy distribution paths by real-time collection of battery temperature, ambient temperature, and user-preset parameters.

[0091] Through the above technical solution, this application achieves on-demand power supply only to necessary components during cabin temperature control, eliminating standby power consumption caused by the open power supply of traditional low-voltage distribution boxes. The core components of the heating system are directly connected to the high-voltage circuit, reducing transmission losses in low-voltage lines and improving heating response speed. The coordinated control between the vehicle controller and the high-voltage distribution unit allows the air conditioning power output to be dynamically adjusted according to battery status, preventing rapid battery depletion due to heating system overload. During the cabin preheating phase, by cutting off the high-voltage power supply circuit to unnecessary loads, the vehicle's energy consumption is reduced by approximately 40%, while simultaneously improving temperature control accuracy to within ±1℃.

[0092] The structure and implementation principle of this utility model are as follows: The vehicle controller (VCU) serves as the core control unit and is connected to the fan motor, circulating water pump, PTC heater, EAC electric air conditioning controller, BMS battery management system, PDU high-voltage power distribution unit, and vehicle DC / DC converter through a high-side drive circuit to achieve refined management of low-voltage power distribution.

[0093] The system's operating principle in driving mode is as follows: Figure 2As shown. The driver wakes up the VCU by closing the key switch S1, at which point the VCU, as the core control unit, begins to operate. When the driver turns on the heater switch S2, the VCU controls the low-voltage power supply of the circulating water pump, heater, PTC heater, and EAC via high-side outputs 1-3, respectively. Specifically, the VCU first effectively controls the closing of relay K4 via high-side output 1 to provide low-voltage power to the circulating water pump; it effectively controls the closing of relay K3 via high-side output 2 to provide low-voltage power to the PTC heater; and it effectively controls the closing of relay K2 via high-side output 3 to provide low-voltage power to the EAC. The EAC and PTC heater send a high-voltage request signal to the VCU. Upon receiving the request, the VCU completes the high-voltage process with the BMS and provides high-voltage power to the relevant components via the high-voltage PDU. Subsequently, the VCU sends an operating permission command to the EAC and PTC heater. Upon receiving the command, the EAC and PTC heater begin to work collaboratively, adjusting the cabin temperature according to the target temperature of 25°C set on the control panel. During this process, the VCU monitors the operating status of each component in real time via the CAN bus to ensure the safety and stability of low-voltage power distribution. Furthermore, to prevent the timer from malfunctioning in driving mode, a K5 relay is designed as an interlock device. When the key switch S1 is closed, the K5 relay cuts off the VCU's timer input signal, avoiding conflict between the two.

[0094] The system's operating principle in charging mode is as follows: Figure 3As shown. After the charger's charging gun is inserted into the vehicle's charging socket, the charger outputs a wake-up signal to wake up the EVCC, which in turn wakes up the VCU via a high-side signal. The VCU then effectively wakes up the BMS via high-side output 4, establishing communication between the BMS and the charger and initiating the charging process. When the charger's backend platform needs to activate the cabin heating or cooling function, the charger sends a demand signal to the BMS via the EVCC. The BMS forwards the demand signal to the VCU, which then controls the low-voltage power-on of the circulating water pump, the heater PTC heater, and the EAC via high-side outputs 1-3, respectively. Subsequently, the EAC and the heater PTC heater send a high-voltage request signal to the VCU. The VCU completes the high-voltage power-on process with the BMS and provides high-voltage power to the relevant components via the high-voltage PDU. The VCU sends an operating permission command to the EAC and the heater PTC heater. Upon receiving the command, the two components work together to adjust the cabin temperature according to the target temperature set by the backend platform. Simultaneously, the BMS monitors the battery temperature and determines whether the battery heating or cooling function needs to be activated. For example, when the backend platform sets a battery heating requirement and the battery temperature is below 17°C, the BMS estimates the heating time required based on the current battery temperature and decides whether to activate the battery heating function based on the driving time. If the driving time is less than the required battery heating time, the BMS requests the EAC to activate the battery heating function until the battery temperature rises to 20°C and then stops heating. Similarly, when the backend platform sets a battery cooling requirement and the battery temperature is above 34°C, the BMS estimates the cooling time required based on the current battery temperature and decides whether to activate the battery cooling function based on the driving time. If the driving time is less than the required battery cooling time, the BMS requests the EAC to activate the battery cooling function until the battery temperature drops to 30°C and then stops cooling.

[0095] To further improve charging safety, such as Figure 4 As shown, the BMS is configured with a current PI control strategy. When the SOC is less than 96%, the EAC feeds back the real-time power demand to the BMS. The BMS adds the power demand fed back by the EAC to the charging power of the power battery and then sends the power demand to the charger. When the SOC is greater than or equal to 96%, the BMS requests the charger to enter constant current charging mode, with an initial requested charging current of 10A. Every 3 seconds, the BMS judges the difference between the total battery current and the charger output current and adjusts the requested charging current according to the difference, thereby realizing current PI regulation control. When the battery SOC reaches 100%, the BMS requests a charging current of 0A and waits for the air-conditioning system to deplete its power until the SOC is less than 96% before restarting charging. If the background demand command is invalid or the charging gun is unplugged during this period, the system exits the charging process and powers off.

[0096] While the vehicle is parked, the timer triggers the vehicle controller at set intervals, activating the low-voltage power distribution module for power management. To prevent erroneous outputs due to timer failure in driving mode, an interlock relay K5 is added to the signal circuit between the timer and the vehicle controller. The control terminal of the interlock relay K5 is connected to the ignition switch, and its normally closed contact is connected in series in the signal circuit between the timer and the vehicle controller. When the ignition switch is closed, the interlock relay K5 activates, cutting off the timer's signal output and preventing false triggering. This design ensures that the timer only functions when the vehicle is parked and does not interfere with the normal operation of the vehicle controller in driving mode.

[0097] The system operates in the same way as shown in the attached diagram when the vehicle is parked and stationary. Figure 3 As shown. The driver sets the timer duration through the timer's interface, and the timer starts counting. When the timer expires, the timer outputs a high-side signal to effectively wake up the VCU. The VCU then controls the low-voltage power-on of the circulating water pump, the PTC heater, the EAC, and the BMS via high-side outputs 1-4, respectively. The EAC and the PTC heater send a high-voltage request signal to the VCU. The VCU completes the high-voltage power-on process with the BMS and provides high-voltage power to the relevant components via the high-voltage PDU. The VCU sends a permission command to the EAC and the PTC heater. Upon receiving the command, the two components work together to adjust the cabin temperature according to the target temperature set on the control panel. In this mode, the system supports batch management of multiple vehicles. The operating company can bind the vehicle's VIN code through the charger's backend platform to uniformly manage the charging permissions and departure times of each vehicle. For example, the operating company can set the departure time for a vehicle to 6:00 AM on the backend platform. The system estimates the cabin preheating time based on the ambient temperature and starts the cabin heating system in advance at the appropriate time to ensure that the vehicle's cabin temperature reaches a comfortable range before the driver's departure time. In addition, the system also supports manual activation of the air-heating system via a timer to meet the needs of different scenarios.

[0098] The charger's backend cloud platform communicates with the charger via a network cable interface and establishes a communication link with the vehicle after the charging gun is plugged into the vehicle's charging socket. Management personnel can use the cloud platform to set the usage time, cabin temperature control requirements, and battery thermal management requirements for each vehicle. For example, for a bus company, management personnel can batch-set the usage time and temperature requirements for multiple vehicles through the cloud platform. The cloud platform forwards these settings to the battery management system of each vehicle. The battery management system then transmits the requirement information to the vehicle controller via the vehicle's CAN bus. The vehicle controller activates the low-voltage power distribution module and coordinates with the high-voltage power management module to complete power distribution, thereby achieving intelligent management of multiple vehicles.

[0099] In summary, compared with the prior art, this application has the following technical advantages:

[0100] (1) This utility model uses multiple independently controlled high-side drive ports to physically isolate the power supply circuits of each functional component, completely cutting off the power supply when not in operation. It is suitable for the low-voltage power distribution management needs of new energy buses under various working conditions. It can overcome the problem of inaccurate low-voltage power distribution management caused by the rocker switch directly controlling the heating system in the prior art, and at the same time solves the phenomenon of unnecessary components consuming standby energy under open power supply mode.

[0101] (2) This utility model effectively avoids the problem of incorrect output of high-side signal caused by the timer being accidentally triggered in driving mode by interlocking relay K5 and timer, thereby improving the safety and stability of the system.

[0102] (3) This utility model achieves remote control and intelligent management of cabin preheating, battery thermal management and charging process through the collaborative work of the charger background cloud management platform and the vehicle controller VCU. It can realize batch management of multiple vehicles, significantly improve vehicle operation efficiency and user experience, and meet the operation needs of bus companies and passenger transport companies.

[0103] The above description is merely a preferred embodiment of this utility model and is not intended to limit the utility model. Various modifications and variations can be made to this utility model by those skilled in the art. Any modifications, equivalent substitutions, or improvements made within the spirit and principles of this utility model should be included within the protection scope of this utility model.

Claims

1. A low-voltage power distribution management system for heating in a new energy bus, comprising: Vehicle control unit (VCU), battery management system (BMS), electric air conditioning controller (EAC), high-voltage power distribution unit (PDU), on-board DC / DC converter, electric vehicle charging communication controller (EVCC), fan motor and circulating water pump, and PTC heater. The VCU is installed in the vehicle's electrical control cabinet and is connected to the power battery pack, battery management system (BMS), and EVCC respectively. The PDU is connected to the power battery pack, the on-board DC / DC converter, and the BMS via high-voltage cables. Its characteristic is that the VCU is provided with multiple high-side drive output ports; The first high-side drive output port is connected to the fan motor and the circulating water pump via relay K4; The second high-side drive output port is connected to the warm air PTC heater via relay K3; The third high-side drive output port is connected to EAC via relay K2; The fourth high-side driver output port is connected to the BMS adapter; The fifth high-side drive output port is connected to the high-voltage power distribution unit (PDU) and the vehicle-mounted DC / DC converter via relay K1.

2. The heating low-voltage power distribution management system for a new energy bus according to claim 1, characterized in that, It also includes a timer; the timer is fixed below the vehicle dashboard and connected to the VCU adapter.

3. The heating low-voltage power distribution management system for a new energy bus according to claim 2, characterized in that, The timer is an electronic timing device with an LCD screen and a button operation interface. It has a timing chip and a signal output circuit inside. The timing chip is electrically connected to the button, and the signal output circuit is electrically connected to the VCU.

4. The heating low-voltage power distribution management system for a new energy bus according to claim 2, characterized in that, It also includes a relay K5; a unidirectional diode is connected in parallel between the relay K5 and the VCU; diode 1 enables conduction from the VCU to the output terminal of the relay K5, and diode 2 enables conduction from the coil terminal of the relay K5 to the VCU.

5. The heating low-voltage power distribution management system for a new energy bus according to claim 4, characterized in that, The output of the timer is connected in series with the relay K5 via a wire.

6. The heating low-voltage power distribution management system for a new energy bus according to claim 4, characterized in that, The coil terminal of the relay K5 is connected to the output terminal of the key switch S1, and its normally closed contact is connected in series in the circuit between the timer and the VCU.

7. The heating low-voltage power distribution management system for a new energy bus according to claim 1, characterized in that, It also includes a charger back-end cloud management platform; the charger back-end cloud management platform is connected to the off-vehicle charger via a network cable interface and communicates with the VCU via EVCC.

8. The heating low-voltage power distribution management system for a new energy bus according to claim 7, characterized in that, The charger's back-end cloud management platform is connected to the operator's terminal via a hardware interface.

9. A low-voltage power distribution management system for heating in a new energy bus according to claim 7, characterized in that, The charger's backend cloud platform establishes a communication link with the vehicle through the physical connection between the charging gun and the vehicle's charging socket.

10. A heating low-voltage power distribution management system for a new energy bus according to any one of claims 1-9, characterized in that, The fan motor and circulating water pump, the warm air PTC heater and EAC are respectively connected to the PDU via high-voltage cables.

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