A fault detection system and vehicle

Abstract

The application provides a fault detection system and a vehicle, and relates to the technical field of high-voltage interlocking detection. The system comprises a vehicle controller, a battery management system, a first high-voltage interlocking loop with a plurality of first connectors, and a second high-voltage interlocking loop with a plurality of second connectors. The vehicle controller is configured to detect whether the first high-voltage interlocking loop has a fault, obtain and output a first fault detection result. The battery management system is configured to detect whether the second high-voltage interlocking loop has a fault, obtain and output a second fault detection result. In the case that the high-voltage interlocking loop of the vehicle has a fault, the application can quickly determine the troubleshooting range of the fault point, shorten the time-consuming of manual fault troubleshooting, improve the fault troubleshooting efficiency and the maintenance speed, and is beneficial to reducing the cost of manual fault troubleshooting and the vehicle maintenance cost.

Description

Technical Field

[0001] This application relates to the field of high-voltage interlock detection technology, and more specifically, to a fault detection system and vehicle in the field of high-voltage interlock detection technology. Background Technology

[0002] The High Voltage Interlock Loop (HVIL) in new energy vehicles is a core safety mechanism that uses the Vehicle Control Unit (VCU) to detect the integrity of the high voltage interlock circuit. This mechanism connects high-voltage components, including the electric drive assembly, on-board charger assembly, compressor, PTC (Positive Temperature Coefficient) heating device, Battery Management System (BMS), and DC / DC converter, in series through a voltage loop. It monitors the continuity of the entire loop in real time to ensure the reliability of the high voltage interlock circuit connection.

[0003] Currently, the high-voltage interlock detection for vehicles uses a series circuit topology. This means that the interlock signal terminals of these high-voltage components are connected in series via a VCU to form a single closed detection circuit. The VCU determines the integrity of the high-voltage system by monitoring the continuity of current and voltage signals within this detection circuit. If the current or voltage in the detection circuit exceeds a set threshold or an open circuit occurs, the VCU triggers high-voltage power-off protection measures and reports a fault. However, in this series topology, if a fault occurs in the detection circuit, the VCU can only identify and report a fault in the entire "high-voltage interlock circuit," without specifying the scope of the fault. Therefore, during subsequent manual troubleshooting, each interlock signal terminal in the circuit must be checked individually, resulting in lengthy troubleshooting times and severely impacting troubleshooting efficiency and repair speed. Utility Model Content

[0004] This application provides a fault detection system and vehicle that can quickly determine the scope of the fault point when a fault occurs in the high-voltage interlock circuit of the vehicle. This can shorten the time spent on manual fault diagnosis, improve fault diagnosis efficiency and repair speed, and help reduce the cost of manual fault diagnosis and vehicle maintenance.

[0005] In a first aspect, a fault detection system is provided, comprising: a vehicle controller, a battery management system, a first high-voltage interlock circuit having multiple first connectors, and a second high-voltage interlock circuit having multiple second connectors; the multiple first connectors are connected in series, and the multiple second connectors are connected in series; the output port of the vehicle controller is connected to the input port of the first first connector among the multiple first connectors, and the input port of the vehicle controller is connected to the output port of the last first connector among the multiple first connectors; the output port of the battery management system is connected to the input port of the first second connector among the multiple second connectors, and the input port of the battery management system is connected to the output port of the last second connector among the multiple second connectors; the vehicle controller is used to detect whether a fault has occurred in the first high-voltage interlock circuit, and obtain and output a first fault detection result; the battery management system is used to detect whether a fault has occurred in the second high-voltage interlock circuit, and obtain and output a second fault detection result.

[0006] This application designs a fault detection system for a dual-core heterogeneous high-voltage interlock circuit. All connectors in the circuit that detects the high-voltage interlock circuit solely through the vehicle controller are divided into two parts, forming a first high-voltage interlock circuit and a second high-voltage interlock circuit. The vehicle controller performs fault detection on the first high-voltage interlock circuit, while the battery management system performs fault detection on the second high-voltage interlock circuit. In this way, the fault detection results output by the vehicle controller and the battery management system respectively indicate whether a fault has occurred in the high-voltage interlock circuit detected by each system. This allows for rapid identification of the fault location when a fault occurs in the vehicle's high-voltage interlock circuit, reducing the time required for manual fault diagnosis, improving fault diagnosis efficiency and repair speed, and ultimately lowering the costs of manual fault diagnosis and vehicle maintenance.

[0007] In one possible implementation, a plurality of first connectors include connectors for connecting to an electric drive assembly, connectors for connecting to an on-board charger assembly, connectors for connecting to vehicle auxiliary equipment, and connectors for connecting to a voltage converter; a plurality of second connectors include high-voltage connectors for the power battery and low-voltage connectors for the power battery.

[0008] By specifying which high-voltage components are connected to multiple first connectors and multiple second connectors, distributed detection of high-voltage interlock circuits is achieved. Specifically, the battery management system detects the high-voltage interlock circuits where connectors of high-voltage components related to the power battery are located, while the vehicle controller detects the high-voltage interlock circuits where connectors of high-voltage components unrelated to the power battery are located. When a fault occurs in a high-voltage interlock circuit where a connector of a high-voltage component related to the power battery is located, the fault range can be quickly located. Especially when the fault occurs in a high-voltage interlock sub-circuit related to the power battery, the area to be manually checked can be effectively reduced, significantly shortening the time spent on manual fault diagnosis, improving fault diagnosis efficiency and repair speed, and helping to reduce the cost of manual fault diagnosis and vehicle maintenance.

[0009] In one possible implementation, the battery management system is also used to send the second fault detection result to the vehicle controller via the CAN line; the vehicle controller is also used to send the first fault detection result and the second fault detection result to the terminal device. In this way, centralized management and unified reporting of fault detection results are realized, and the data transmission logic is simplified.

[0010] In one possible implementation, the target unit is used to compare a first voltage at the input port of the target unit with a second voltage at the output port of the target unit. If the first voltage and the second voltage are equal, the fault detection result of the high-voltage interlock circuit corresponding to the target unit is determined to be normal. If the first voltage and the second voltage are not equal, the fault detection result of the high-voltage interlock circuit corresponding to the target unit is determined to be faulty. The target unit is a vehicle controller or a battery management system.

[0011] In one possible implementation, the target unit is further configured to compare the first voltage with a first voltage threshold and the second voltage with a second voltage threshold when the first voltage and the second voltage are not equal. If the first voltage is greater than or equal to the first voltage threshold and the second voltage is less than or equal to the second voltage threshold, the fault detection result is determined to be an open circuit.

[0012] In one possible implementation, the target unit is further configured to compare the first voltage with a third voltage threshold and the second voltage with the third voltage threshold when the first voltage and the second voltage are not equal, and to determine the fault detection result as an open circuit if both the first voltage and the second voltage are less than or equal to the third voltage threshold.

[0013] By comparing the first voltage and the second voltage, and comparing the first voltage and the second voltage with the corresponding voltage thresholds, it is possible not only to detect whether the high-voltage interlock circuit connected to the vehicle controller and the battery management system is faulty, but also to determine the specific cause of the fault when it is determined that the high-voltage interlock circuit connected to the vehicle controller and the battery management system is faulty. This provides accurate guidance for the maintenance of the high-voltage interlock circuit and is conducive to improving the maintenance efficiency of the high-voltage interlock circuit.

[0014] In one possible implementation, for the high-voltage interlock circuit corresponding to the target unit, the i-th connector in the high-voltage interlock circuit is connected to the (i+1)-th connector through a first switch module, the output port of the target unit is connected to the input port of the i-th connector, and the output port of the i-th connector is connected to the input port of the target unit through a second switch module corresponding to the i-th connector; wherein, when the first switch module between the i-th connector and the (i+1)-th connector is turned on, the i-th connector and the (i+1)-th connector are connected in series; when the second switch module corresponding to the i-th connector is turned on, the output port of the target unit is connected to the input port of the i-th connector, and the input port of the target unit is connected to the output port of the i-th connector.

[0015] By introducing a switch module into the high-voltage interlock circuit, the fault point can be accurately located when the first high-voltage interlock circuit and / or the second high-voltage interlock circuit fails, which helps to improve the efficiency of fault diagnosis and maintenance speed.

[0016] In one possible implementation, the first switch module and the second switch module are connected to the target unit, which controls the first switch module and the second switch module to be turned on or off. In this way, if a fault is detected in the high-voltage interlock circuit connected to the target unit, the fault of each connector in the high-voltage interlock circuit can be automatically detected, thereby improving the efficiency of fault location.

[0017] In one possible implementation, the first switch module and the second switch module are either switch circuits or relays. By designing the first switch module and the second switch module as switch circuits or relays respectively, the flexibility of the switch module design is improved.

[0018] Secondly, a vehicle is provided that includes the aforementioned fault detection system. Attached Figure Description

[0019] To more clearly illustrate the technical solutions in the embodiments of this utility model or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on the structures shown in these drawings without creative effort.

[0020] Figure 1 A circuit diagram of a VCU detecting a high-voltage interlock circuit in the prior art is shown;

[0021] Figure 2 A circuit diagram of a fault detection system provided in this application is shown;

[0022] Figure 3 The circuit diagram of the external impedance line is shown;

[0023] Figure 4 The circuit diagram of the high-voltage interlock circuit corresponding to the target unit is shown;

[0024] Figure 5 The circuit diagram of the switching circuit is shown;

[0025] Figure 6 The circuit diagram of the relay is shown;

[0026] Figure 7 A schematic diagram of a vehicle provided in this application is shown. Detailed Implementation

[0027] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present utility model.

[0028] It should be noted that all directional indicators (such as up, down, left, right, front, back, etc.) in this utility model embodiment are only used to explain the relative positional relationship and movement of each component in a certain specific posture (as shown in the figure). If the specific posture changes, the directional indicator will also change accordingly.

[0029] In this utility model, unless otherwise explicitly specified and limited, the terms "connection," "fixing," etc., should be interpreted broadly. For example, "fixing" can mean a fixed connection, a detachable connection, or an integral part; it can mean a mechanical connection or a connection; it can mean a direct connection or an indirect connection through an intermediate medium; it can mean the internal communication of two components or the interaction between two components, unless otherwise explicitly limited. Those skilled in the art can understand the specific meaning of the above terms in this utility model according to the specific circumstances.

[0030] Furthermore, in this utility model, descriptions involving "first," "second," etc., are for descriptive purposes only and should not be construed as indicating or implying their relative importance or implicitly specifying the number of technical features indicated. Therefore, features defined with "first" or "second" may explicitly or implicitly include at least one of those features. Additionally, the word "and / or" throughout the text means including three parallel solutions; taking "A and / or B" as an example, it includes solution A, solution B, or a solution that simultaneously satisfies A and B. Furthermore, the technical solutions of the various embodiments can be combined with each other, but this must be based on the ability of those skilled in the art to implement them. When the combination of technical solutions is contradictory or impossible to implement, it should be considered that such a combination of technical solutions does not exist and is not within the scope of protection claimed by this utility model.

[0031] High-voltage interlock (HVIL) in new energy vehicles is a core safety mechanism that uses a VCU to detect the integrity of the high-voltage interlock circuit. This mechanism connects high-voltage components in a voltage circuit, including the electric drive assembly, on-board charger assembly, compressor, PT heating device, BMS, and DC / DC converter, in series to monitor the continuity of the entire circuit in real time, ensuring the reliability of the high-voltage interlock circuit connection. Figure 1 As shown, Figure 1 The diagram shows a circuit diagram of a VCU detecting a high-voltage interlock circuit in the prior art. The high-voltage interlock circuit in the prior art includes multiple interlock signal terminals (also called detection connectors, or simply connectors). The number of connectors is K, where K is an integer greater than or equal to 2. They are connectors J01-J0K. Connectors J01-J0K include connectors for connecting to the electric drive assembly, connectors for connecting to the on-board charger assembly, connectors for connecting to the compressor, connectors for connecting to the PTC heating device, connectors for connecting to the BMS, connectors for connecting to the DC / DC converter, etc.

[0032] Currently, the high-voltage interlock detection for vehicles uses a series circuit topology, where the connectors of these high-voltage components are connected in series via a VCU to form a single closed detection circuit. The VCU determines the integrity of the high-voltage system by monitoring the continuity of current and voltage signals in this detection circuit. Once the current or voltage in the detection circuit exceeds a set threshold or an open circuit occurs, the VCU triggers high-voltage power-off protection measures and reports a fault. However, in this series topology, if a fault occurs in the detection circuit, the VCU can only identify and report a fault in the entire "high-voltage interlock circuit," without specifying the scope of the fault. Therefore, during subsequent manual troubleshooting, each connector in the circuit must be checked individually, resulting in lengthy troubleshooting times, severely impacting troubleshooting efficiency and repair speed, and thus increasing the cost of manual troubleshooting and vehicle maintenance.

[0033] To address the aforementioned issues, this application provides a fault detection system and a vehicle. Specifically, it designs a fault detection system for a dual-core heterogeneous high-voltage interlock circuit. All connectors in the circuit that would otherwise only be detected by the VCU (Vehicle Control Unit) are divided into two parts, forming two sub-high-voltage interlock circuits. The VCU performs fault detection on one sub-high-voltage interlock circuit, while the BMS (Battery Management System) performs fault detection on the other. Thus, the information reported by the VCU and BMS allows for the determination of whether a fault has occurred in the high-voltage interlock circuit detected by each of the VCU and BMS.

[0034] The following is a detailed description of the fault detection system provided in the embodiments of this application.

[0035] like Figure 2 As shown, Figure 2 The diagram illustrates a circuit diagram of a fault detection system provided in this application. The fault detection system includes a vehicle control unit (VCU), a battery management system (BMS), a first high-voltage interlock circuit with X first connectors, and a second high-voltage interlock circuit with Y second connectors. The first high-voltage interlock circuit is one of two sub-high-voltage interlock circuits, and the second high-voltage interlock circuit is the other of the two sub-high-voltage interlock circuits. X and Y are positive integers greater than or equal to 2, and X and Y are less than K, where X + Y = K.

[0036] X first connectors are connected in series. The X first connectors are connectors J11 to J1X. That is, the output port of connector J11 is connected to the input port of connector J12, the output port of connector J12 is connected to the input port of connector J13, and so on. The output port of connector J1(X-1) is connected to the input port of connector J1X. The output port Out1 of VCU is connected to the input port of the first first connector (i.e., connector J11) among the X first connectors, and the input port In1 of VCU is connected to the output port of the last first connector (i.e., connector J1X) among the X first connectors.

[0037] Y second connectors are connected in series. These Y second connectors are connectors J21 to J2Y. The output port of connector J21 is connected to the input port of connector J22, the output port of connector J22 is connected to the input port of connector J23, and so on. The output port of connector J2(Y-1) is connected to the input port of connector J2Y. The output port Out2 of the BMS is connected to the input port of the first second connector (i.e., connector J21) among the Y second connectors, and the input port In2 of the BMS is connected to the output port of the last second connector (i.e., connector J2Y) among the Y second connectors.

[0038] For the VCU, the VCU is used to detect whether a fault has occurred in the first high-voltage interlock circuit, obtain a first fault detection result, and output the first fault detection result. The first fault detection result determines whether a fault has occurred in the first high-voltage interlock circuit. For the BMS, the BMS is used to detect whether a fault has occurred in the second high-voltage interlock circuit, obtain a second fault detection result, and output the second fault detection result. The second fault detection result determines whether a fault has occurred in the second high-voltage interlock circuit. The first fault detection result indicates whether the first high-voltage interlock circuit is normal (i.e., no fault has occurred) or abnormal (i.e., a fault has occurred), and can specifically indicate whether the fault is caused by a short circuit or an open circuit. Similarly, the second fault detection result indicates whether the second high-voltage interlock circuit is normal (i.e., no fault has occurred) or abnormal (i.e., a fault has occurred), and can specifically indicate whether the fault is caused by a short circuit or an open circuit. In this way, the fault detection results output by VCU and BMS can be used to determine whether the high-voltage interlock circuit detected by VCU and BMS has failed. This enables the rapid identification of the fault location when the high-voltage interlock circuit of the vehicle fails, which can shorten the time spent on manual fault diagnosis, improve fault diagnosis efficiency and repair speed, and help reduce the cost of manual fault diagnosis and vehicle maintenance.

[0039] The principles by which VCU and BMS perform fault detection on their respective connected high-voltage interlock circuits are the same. The following explains the principles by which VCU and BMS perform fault detection on their respective connected high-voltage interlock circuits.

[0040] Figure 3 The circuit diagram of the external impedance line is shown. Figure 3 The circuit shown includes resistors R1-R4, capacitors C1 and C2, and an external jumper R0. The first terminal of capacitor C1 is grounded (GND), and the second terminal of capacitor C1 is connected to the first terminal of resistor R3 (V1). The first terminal of resistor R3 is the first connection terminal of this circuit. The second terminal of resistor R3, the first terminal of resistor R1, and the first terminal of external jumper R0 are connected together. The second terminal of resistor R1 is connected to the power supply VCC. The first terminal of capacitor C2 is grounded (GND), and the second terminal of capacitor C2 is connected to the first terminal of resistor R4. The first terminal of resistor R4 is the second connection terminal of this circuit (V2). The second terminal of resistor R4, the first terminal of resistor R2, and the second terminal of external jumper R0 are connected together. The second terminal of resistor R2 is grounded (GND). Both VCU and BMS are connected to... Figure 3 Such a circuit connection is called the first circuit and the second circuit. The first connection terminal of the first circuit is connected to the input port of the VCU, and the second connection terminal of the first circuit is connected to the output port of the VCU. The first connection terminal of the second circuit is connected to the input port of the BMS, and the second connection terminal of the second circuit is connected to the output port of the BMS.

[0041] Referring to the VCU or BMS as the target unit, the target unit can acquire the first voltage at its input port and the second voltage at its output port, and then compare whether the first voltage and the second voltage are equal. When the circuit is normal, since the external wiring harnesses are connected together, the acquired first and second voltages are equal, which indicates that the high-voltage interlock circuit is normal. That is, if the first voltage and the second voltage are determined to be equal, the high-voltage interlock circuit connected to the target unit is determined to be normal, and the fault detection result for the high-voltage interlock circuit connected to the target unit is normal. If the first voltage and the second voltage are determined to be unequal, the high-voltage interlock circuit connected to the target unit is determined to be faulty, and the fault detection result for the high-voltage interlock circuit connected to the target unit is faulty. In this way, it is possible to determine whether the first high-voltage interlock circuit and the second high-voltage interlock circuit are normal.

[0042] After determining that a fault has occurred in the high-voltage interlock circuit connected to the target unit, the specific cause of the fault can be further determined. Fault causes include short circuit and open circuit. The open circuit determination process is as follows: If the target unit determines that the first voltage and the second voltage are not equal, it compares the first voltage with a first voltage threshold (e.g., 4.8V) and compares the second voltage with a second voltage threshold (e.g., 0V). If the first voltage is greater than or equal to the first voltage threshold, and the second voltage is less than or equal to the second voltage threshold, the fault detection result of the high-voltage interlock circuit connected to the target unit is determined to be an open circuit, i.e., the fault cause is an open circuit. In this way, it can be determined whether the fault cause of the first high-voltage interlock circuit is an open circuit, and whether the fault cause of the second high-voltage interlock circuit is an open circuit.

[0043] The short-circuit detection process is as follows: If the target unit determines that the first voltage and the second voltage are not equal, it compares the first voltage with a third voltage threshold (e.g., 0.2V), and also compares the second voltage with the third voltage threshold. If both the first and second voltages are less than or equal to the third voltage threshold, the fault detection result of the high-voltage interlock circuit connected to the target unit is determined to be a short circuit, i.e., the fault cause is a short circuit. This allows us to determine whether the fault cause of the first high-voltage interlock circuit and the second high-voltage interlock circuit is a short circuit.

[0044] By comparing the first voltage and the second voltage, and comparing the first voltage and the second voltage with the corresponding voltage thresholds, it is possible not only to detect whether the high-voltage interlock circuit connected to the VCU and BMS is faulty, but also to determine the specific cause of the fault when it is determined that the high-voltage interlock circuit connected to the VCU and BMS is faulty. This provides accurate guidance for the maintenance of the high-voltage interlock circuit and is conducive to improving the maintenance efficiency of the high-voltage interlock circuit.

[0045] This application designs a fault detection system for high-voltage interlock circuits based on a dual-core heterogeneous architecture (i.e., including a VCU and a BMS). This system divides all connectors in a traditional high-voltage interlock circuit, which is detected only by the VCU, into two parts, thus constructing two independent sub-high-voltage interlock circuits. One sub-high-voltage interlock circuit is fault-detected by the VCU, and the other by the BMS. By having the VCU and BMS monitor their respective sub-high-voltage interlock circuits for faults, it is possible to determine whether a fault has occurred in the sub-high-voltage interlock circuit under their responsibility. This allows for rapid identification of the fault location when a fault occurs in the vehicle's high-voltage interlock circuit, reducing the time required for manual fault diagnosis, improving fault diagnosis efficiency and repair speed, and ultimately reducing the cost of manual fault diagnosis and vehicle maintenance.

[0046] In one possible implementation, X first connectors include connectors for connecting to the electric drive assembly (e.g., first connector J11), connectors for connecting to the on-board charger assembly (e.g., first connector J12), connectors for connecting to vehicle auxiliary equipment, connectors for connecting to a voltage converter (DC / DC converter) (e.g., first connector J13), etc.; the vehicle auxiliary equipment includes a compressor, a PTC heating device, a fast charging port, and a slow charging port; the connectors for connecting to the vehicle auxiliary equipment include first connectors J14- to first connectors J1X, where first connector J14 is for connecting to the compressor, first connector J15 is for connecting to the PTC heating device, first connector J16 is for connecting to the fast charging port, first connector J17 is for connecting to the slow charging port, etc.; Y second connectors include high-voltage connectors for the power battery (e.g., second connector J21), low-voltage connectors for the power battery (e.g., second connector J22), etc.

[0047] By specifying which high-voltage components are connected to X first connectors and Y second connectors, distributed detection of high-voltage interlock circuits is achieved. Specifically, the BMS detects the high-voltage interlock circuits containing connectors of high-voltage components related to the power battery, while the VCU detects the high-voltage interlock circuits containing connectors of high-voltage components unrelated to the power battery. When a fault occurs in a high-voltage interlock circuit containing connectors of high-voltage components related to the power battery, the fault range can be quickly located. Especially when the fault occurs in a high-voltage interlock sub-circuit related to the power battery, the area for manual troubleshooting can be effectively reduced, significantly shortening the time spent on manual fault diagnosis, improving fault diagnosis efficiency and repair speed, and helping to reduce the cost of manual fault diagnosis and vehicle maintenance.

[0048] In one possible implementation, the BMS is also used to send the second fault detection result to the VCU via the CAN line. The VCU is also used to send the first fault detection result and the second fault detection result to the terminal device. The terminal device can be an in-vehicle terminal or other terminal devices outside the vehicle, such as the user's mobile terminal. In this way, centralized management and unified reporting of fault detection results are realized, and the data transmission logic is simplified.

[0049] In one possible implementation, for the high-voltage interlocking circuit HL corresponding to the target unit, i.e., the high-voltage interlocking circuit HL is the first high-voltage interlocking circuit or the second high-voltage interlocking circuit, it is assumed that the number of plugs in the high-voltage interlocking circuit HL is M, where M is a positive integer and M≥2.

[0050] In the high-voltage interlock circuit HL, the i-th connector is connected to the (i+1)-th connector through a first switch module. The output port Out3 of the target unit is connected to the input port of the i-th connector. The output port of the i-th connector is connected to the input port In3 of the target unit through a second switch module corresponding to the i-th connector, where 1≤i≤(M-1). When the first switch module between the i-th connector and the (i+1)-th connector is on, the i-th connector and the (i+1)-th connector are connected in series. When the second switch module corresponding to the i-th connector is on, the output port Out3 of the target unit is connected to the input port of the i-th connector, and the input port In3 of the target unit is connected to the output port of the i-th connector.

[0051] If it is necessary to detect whether the high-voltage interlock circuit HL has failed, all second switch modules are disconnected and all first switch modules are turned on. If a fault is detected in the high-voltage interlock circuit HL, the specific fault point can be located by detecting whether each connector is faulty. The process for locating the specific fault point is as follows: First, disconnect all second switch modules except the second switch module corresponding to the i-th connector and all first switch modules. Then, turn on the second switch module corresponding to the i-th connector. In this way, the target unit, the second switch module corresponding to the i-th connector, and the i-th connector form a loop. The target unit outputs an electrical signal (e.g., a pulse width modulation signal) from the output port Out3. If the target unit receives the electrical signal from the input port In3, it indicates that the i-th connector is normal. If the target unit does not receive the electrical signal from the input port In3, it indicates that the i-th connector has failed, i.e., the fault point is the i-th connector.

[0052] like Figure 4 As shown, Figure 4The circuit diagram of the high-voltage interlock circuit corresponding to the target unit is shown. P represents the target unit. Assuming M=4, the high-voltage interlock circuit HL includes 4 connectors, namely connectors J10 to J40. The output port of connector J10 is connected to the input port of connector J20 through the first switch module K11. The output port of connector J20 is connected to the input port of connector J30 through the first switch module K12. The output port of connector J30 is connected to the input port of connector J40 through the first switch module K13. The target unit's output port Out3 is connected to the input port of connector J10, and the output port of connector J10 is connected to the target unit's input port In3 via the second switch module K21; the target unit's output port Out3 is connected to the input port of connector J20, and the output port of connector J20 is connected to the target unit's input port In3 via the second switch module K22; the target unit's output port Out3 is connected to the input port of connector J30, and the output port of connector J30 is connected to the target unit's input port In3 via the second switch module K23; the target unit's output port Out3 is connected to the input port of connector J40, and the output port of connector J40 is connected to the target unit's input port In3 via the second switch module K24.

[0053] refer to Figure 4 If it is necessary to detect whether the high-voltage interlock circuit HL has failed, all second switch modules (K21-K24) will be disconnected and all first switch modules (K11-K13) will be turned on. If a fault is detected in the high-voltage interlock circuit HL, the specific fault point can be located by detecting whether each connector is faulty. The process for locating the specific fault point is as follows: First, control the second switch modules K22-K24 and the first switch modules K11-K13 to disconnect, and then control the second switch module K21 to conduct. In this way, the target unit, the second switch module K21, and the connector J10 form a loop. The target unit outputs an electrical signal from the output port Out3. If the target unit receives the electrical signal from the input port In3, it indicates that the connector J10 is normal; if the target unit does not receive the electrical signal from the input port In3, it indicates that the connector J10 has failed, that is, the fault point is the connector J10. The detection process for whether the connectors J20 to J40 have failed is the same as the detection process for whether the connector J10 has failed, and will not be described again here.

[0054] By introducing a switch module into the high-voltage interlock circuit, the fault point can be accurately located when the first high-voltage interlock circuit and / or the second high-voltage interlock circuit fails, which helps to improve the efficiency of fault diagnosis and maintenance speed.

[0055] In one possible implementation, the first switch module and the second switch module are connected to the target unit. The target unit is used to control the first switch module and the second switch module to be turned on or off. That is, all the first switch modules and all the second switch modules are connected to the target unit. The target unit can control all the first switch modules and all the second switch modules to be turned on or off. In this way, when a fault is detected in the high-voltage interlock circuit HL, it can automatically detect whether each connector in the high-voltage interlock circuit HL is faulty, thereby improving the efficiency of fault location.

[0056] In one possible implementation, the first switch module and the second switch module are switch circuits or relays.

[0057] like Figure 5 As shown, Figure 5 The circuit diagram of the switching circuit is shown. In the case where the first and second switching modules are switching circuits, the switching circuit includes resistors R5 and R6 and a MOSFET T. The first port of resistor R5 is the controlled port N1 of the switching circuit, and the second port of resistor R5 is connected to the gate G of MOSFET T. The drain D of MOSFET T is connected to the first port of resistor R6, and the second port of resistor R6 is the first connection port N2 of the switching circuit. The source S of MOSFET T is the second connection port N3 of the switching circuit. The controlled port N1 of the switching circuit is used to connect to the control port of the target unit. The first connection port N2 of the switching circuit can be connected to the input port of the target unit, the input port of the connector, and the output port of the connector. The second connection port N3 of the switching circuit can be connected to the input port of the target unit, the input port of the connector, and the output port of the connector.

[0058] For the first switch module (this is the switch circuit), its controlled port N1 is connected to the control port of the target unit, its first connection port N2 is connected to the output port of the i-th connector, and its second connection port N3 is connected to the input port of the (i+1)-th connector. For the second switch module (this is the switch circuit), its controlled port N1 is connected to another control port of the target unit, its first connection port N2 is connected to the output port of the i-th connector, and its second connection port N3 is connected to the input port of the target unit. When the target unit's control port outputs a high level, the switch circuit is on; when the target unit's control port outputs a low level, the switch circuit is off.

[0059] like Figure 6 As shown, Figure 6The circuit diagram of the relay is shown. In the case where the first switch module and the second switch module are relays, the relay D includes a first coil pin Q1, a second coil pin Q2, a first contact pin Q3, and a second contact pin Q4. The second coil pin Q2 is grounded to GND. The first coil pin Q1 is used to connect to the control port of the target unit. The first contact pin Q3 and the second contact pin Q4 can both be connected to the input port of the target unit, the input port of the connector, and the output port of the connector.

[0060] For the first switching module, which is relay D, the control port of the target unit is connected to the first coil pin Q1, the first contact pin Q3 is connected to the output port of the i-th connector, and the second contact pin Q4 is connected to the input port of the (i+1)-th connector. For the second switching module, which is also relay D, another control port of the target unit is connected to the first coil pin Q1, the first contact pin Q3 is connected to the output port of the i-th connector, and the second contact pin Q4 is connected to the input port of the target unit. When the control port of the target unit outputs a high level, relay D is turned on; when the control port outputs a low level, relay D is turned off.

[0061] By designing the first and second switch modules as switch circuits or relays respectively, the flexibility of switch module design is improved.

[0062] The following is a detailed description of the vehicle provided in the embodiments of this application.

[0063] like Figure 7 As shown, Figure 7 A schematic diagram of a vehicle provided in this application is shown. The vehicle 100 provided in this application embodiment includes the fault detection system 101 described above.

[0064] The vehicle provided in this application embodiment belongs to the same concept as the above-described fault detection system embodiment. Therefore, for details not disclosed in the vehicle embodiment, please refer to the description of the relevant embodiments of the above-described fault detection system, which will not be repeated here.

[0065] This application designs a fault detection system for a dual-core heterogeneous high-voltage interlock circuit. Applying this system to a vehicle, all connectors in the circuit that previously only used a VCU for high-voltage interlock circuit detection are divided into two parts, forming a first high-voltage interlock circuit and a second high-voltage interlock circuit. The VCU performs fault detection on the first high-voltage interlock circuit, while the BMS performs fault detection on the second high-voltage interlock circuit. In this way, the fault detection results output by the VCU and BMS respectively indicate whether a fault has occurred in the high-voltage interlock circuit detected by each. This enables rapid identification of the fault location when a fault occurs in the vehicle's high-voltage interlock circuit, reducing the time required for manual fault diagnosis, improving fault diagnosis efficiency and repair speed, and ultimately reducing the cost of manual fault diagnosis and vehicle maintenance.

[0066] The above are merely preferred embodiments of this utility model and do not limit the patent scope of this utility model. Any equivalent structural transformations made based on the inventive concept of this utility model and the contents of the specification and drawings of this utility model, or direct / indirect applications in other related technical fields, are included within the patent protection scope of this utility model.

Claims

1. A fault detection system, characterized in that, The fault detection system includes a vehicle controller, a battery management system, a first high-voltage interlock circuit with multiple first connectors, and a second high-voltage interlock circuit with multiple second connectors. The plurality of first connectors are connected in series, the plurality of second connectors are connected in series, the output port of the vehicle controller is connected to the input port of the first first connector among the plurality of first connectors, and the input port of the vehicle controller is connected to the output port of the last first connector among the plurality of first connectors. The output port of the battery management system is connected to the input port of the first second connector among the plurality of second connectors, and the input port of the battery management system is connected to the output port of the last second connector among the plurality of second connectors. The vehicle controller is used to detect whether the first high-voltage interlock circuit has failed, and to obtain and output the first fault detection result; The battery management system is used to detect whether a fault has occurred in the second high-voltage interlock circuit, and to obtain and output the second fault detection result.

2. The fault detection system according to claim 1, characterized in that, The plurality of first connectors include connectors for connecting to an electric drive assembly, connectors for connecting to an on-board charger assembly, connectors for connecting to vehicle auxiliary equipment, and connectors for connecting to a voltage converter. The plurality of second connectors include high-voltage connectors for the power battery and low-voltage connectors for the power battery.

3. The fault detection system according to claim 1, characterized in that, The battery management system is also used to send the second fault detection result to the vehicle controller via a CAN line; The vehicle controller is also used to send the first fault detection result and the second fault detection result to the terminal device.

4. The fault detection system according to claim 1, characterized in that, The target unit is used to compare a first voltage at the input port of the target unit with a second voltage at the output port of the target unit. If the first voltage is equal to the second voltage, the fault detection result of the high-voltage interlock circuit corresponding to the target unit is determined to be normal. If the first voltage is not equal to the second voltage, the fault detection result of the high-voltage interlock circuit corresponding to the target unit is determined to be faulty. The target unit is the vehicle controller or the battery management system.

5. The fault detection system according to claim 4, characterized in that, The target unit is further configured to compare the first voltage with a first voltage threshold and the second voltage with a second voltage threshold when the first voltage and the second voltage are not equal, and if the first voltage is greater than or equal to the first voltage threshold and the second voltage is less than or equal to the second voltage threshold, determine that the fault detection result is an open circuit.

6. The fault detection system according to claim 4, characterized in that, The target unit is further configured to compare the first voltage with a third voltage threshold and the second voltage with the third voltage threshold when the first voltage and the second voltage are not equal, and to determine the fault detection result as an open circuit if both the first voltage and the second voltage are less than or equal to the third voltage threshold.

7. The fault detection system according to claim 4, characterized in that, For the high-voltage interlock circuit corresponding to the target unit, the i-th connector in the high-voltage interlock circuit is connected to the (i+1)-th connector through a first switch module, the output port of the target unit is connected to the input port of the i-th connector, and the output port of the i-th connector is connected to the input port of the target unit through a second switch module corresponding to the i-th connector. Wherein, when the first switch module between the i-th connector and the (i+1)-th connector is turned on, the i-th connector and the (i+1)-th connector are connected in series; When the second switch module corresponding to the i-th connector is turned on, the output port of the target unit is connected to the input port of the i-th connector, and the input port of the target unit is connected to the output port of the i-th connector.

8. The fault detection system according to claim 7, characterized in that, The first switch module and the second switch module are connected to the target unit, and the target unit is used to control the first switch module and the second switch module to be turned on or off.

9. The fault detection system according to claim 7, characterized in that, The first switch module and the second switch module are switch circuits or relays.

10. A vehicle, characterized in that, The vehicle includes a fault detection system as described in any one of claims 1 to 9.

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