System and method for switching off a high voltage for an electric vehicle

Abstract

A high voltage shutdown system for an electric vehicle, comprising: a memory configured to store program instructions; and a first power supply controller (1) electrically connected to a first power supply relay (7); a third power supply controller (2) electrically connected to a third power supply relay (8) that is activated in conjunction with operation of the first power supply relay (7) to supply power to the third power supply controller (2); a battery charger (9) connected to the third power supply controller (2) via the third power supply relay (8) such that the third power supply controller (2) is activated using the battery charger (9); a collision detection unit electrically connected to the third power supply controller (2); a high-voltage controller (4) electrically connected to the collision detection unit; and a controller configured to execute the program instructions, wherein the program instructions, when executed, are configured to: Actuating the collision detection unit configured to detect a collision that occurs during charging of a vehicle; and Actuating the high-voltage control (4) configured to perform a high-voltage shutdown function when a collision is detected by the collision detection unit; and wherein the program instructions, when executed, are further configured to: Actuating a first power supply controller (1) that becomes operable to transmit power when the vehicle starts; Actuating an airbag (5) configured to receive power via the first power supply controller (1); and Actuating an event data recorder (EDR) (6) configured to receive power via the first power supply controller (1).

Description

BACKGROUNDTechnical field

[0001] The present disclosure relates to a high voltage shutdown system and method for an electric vehicle, and more particularly to a high voltage shutdown system and method for an electric vehicle that shuts down a high voltage when a collision occurs during charging to improve stability of the vehicle. Discussion of the state of the art

[0002] Currently, when a collision occurs during a vehicle's ignition-on or ready state, a high-voltage cutoff function is performed for safety reasons. For example, a high-voltage relay is turned off when an airbag expansion signal is generated by detecting collision-related information from an airbag control unit (ACU). However, since fast or slow charging is performed in a vehicle's key-off state, the high-voltage cutoff function is not performed even if a vehicle collision occurs because no power is applied to the ACU in the key-off state.

[0003] Considering the time required for generally fast (e.g., 25 to 30 minutes) and slow (e.g., 5 to 8 hours) charging of an electric vehicle, and the number of times a vehicle is charged (e.g., once a day), a safety strategy for managing a collision situation during charging is desired. A vehicle fire may occur due to high-voltage series disconnection within the vehicle, and further, personal injury may occur due to the instantaneous inflow of high current into the vehicle if a collision occurs during charging. Consequently, a safety strategy for managing a collision situation during charging is desired.

[0004] To handle a collision during vehicle charging, JP 2011-217544 A discloses a vehicle control system that controls a vehicle powered by operating an electrical device with energy from a storage battery charged by energy from an external charging device, comprising a charging detector that detects whether the storage battery is undercharged or not, a collision detector that detects the presence of a collision with the vehicle, and a controller that controls the charging and discharging of the storage battery. If the charging detector detects that the storage battery is not being charged and the collision detector detects a collision, the controller controls a switch to interrupt the primary circuit to the storage battery and the secondary circuit to the electrical device.

[0005] DE 10 2012 008 680 A1 discloses a vehicle with a first device having at least one element that, when touched by a person, can have a dangerous electrical voltage. The first device is electrically connected to a conductor having a low voltage, and an accident sensor system that outputs a sensor signal in the event of an accident. The vehicle according to the invention is characterized in that, upon output of the sensor signal, the element of the first device can be automatically de-energized.

[0006] DE 11 2009 005 181 T5 relates to a charger that converts electrical energy supplied from an AC power supply provided externally of a vehicle into a predetermined charging voltage. A relay is provided between the charger and an energy storage device. A charging ECU controls the charger and the relay. An AC / DC converter converts electrical energy supplied from the AC power supply into a predetermined power supply voltage and supplies the electrical energy converted into the power supply voltage to a charging device composed of the charger, the relay, and the charging ECU. While the energy storage device is being charged by the AC power supply, the charging device is operated with the operating electrical energy received from the AC / DC converter.

[0007] DE 10 2011 078 687 A1 discloses a method for operating a control device which is arranged in or connected to a vehicle, in particular a hybrid or electric vehicle, wherein the vehicle has a high-voltage battery, wherein the control device is activated as soon as the high-voltage battery is charged.

[0008] Finally, DE 10 2009 039 913 A1 discloses an improvement for shutting down a high-voltage system in a vehicle. This involves a motor vehicle with a high-voltage system for powering the vehicle, a sensor system for providing a sensor signal, and a control unit for shutting down the high-voltage system depending on the sensor signal. The sensor system and the control unit are used exclusively for shutting down the high-voltage system in the vehicle. This allows, for example, different trigger thresholds to be implemented for deploying an airbag and for shutting down a high-voltage system.

[0009] The above information disclosed in this Background section is intended only to enhance the understanding of the background of the invention and may therefore contain information that does not constitute prior art already known to someone of ordinary technical skill in this country. SUMMARY

[0010] The present invention provides a high voltage shutdown system and method for an electric vehicle that may be configured to perform a high voltage shutdown function in conjunction with a collision detection signal (e.g., an airbag expansion signal) generated by an airbag controller while a vehicle is charging, as well as during vehicle startup.

[0011] In one aspect, the present invention provides a high voltage shutdown system for an electric vehicle, which may include a collision detection unit configured to detect a collision occurring during charging of a vehicle, and a high voltage controller configured to perform a high voltage shutdown function when a collision is detected by the collision detection unit (i.e., when a collision detection signal of the collision detection unit is received). The system further includes a third power supply controller configured to transmit a working voltage.Operating power is configured to be supplied to the collision detection unit when the vehicle is being charged; a first power supply controller configured to transmit power when the vehicle is starting; an airbag that is operated by power received by the first power supply controller; and an event data recorder (EDR) that is operated by power received by the first power supply controller.

[0012] The third power supply controller is connected to a battery charger and configured to receive power from the battery charger when the vehicle is being charged and in an operable state. The collision detection unit may include an airbag controller configured to generate an airbag expansion signal in response to detecting a collision of the vehicle. More specifically, the third power supply controller is configured to receive power through a third power supply relay that may be activated (e.g., turned on) by a battery charger to be actuated when the vehicle is being charged.In addition, the third power supply controller is configured to receive power through the third power supply relay when the vehicle starts, and the third power supply relay is activated and operated by a first power supply relay that is activated and operated when the vehicle starts.

[0013] The first power supply relay may be activated when the vehicle starts to activate the third power supply relay and supply power to a first power supply controller. The airbag and the EDR may be connected to a first power supply controller when the vehicle starts and selectively connected to a third power supply controller while the vehicle is charging. The system may further include a rear collision detection unit configured to detect an occurrence of a rear collision of the vehicle while the vehicle is charging. When the rear collision detection unit detects a rear collision, the high-voltage controller may be configured to perform a high-voltage shutdown function.In particular, the rear collision detection unit may be configured to receive an operating power through a third power supply controller to be operable when the vehicle is charged.

[0014] In another aspect, the present invention provides a high voltage shutdown method for an electric vehicle. The method may include: operating a third power supply controller via a battery charger when a vehicle is charging; supplying power to an airbag control unit via the third power supply controller; and performing a high voltage shutdown function in conjunction with an airbag expansion signal generated when the airbag control unit detects a collision of the vehicle, via a high voltage controller.

[0015] In an exemplary embodiment, an airbag and an EDR may not be connected to the third power supply controller and therefore may not be actuated when the airbag expansion signal is generated, or an airbag and an EDR may be connected to the third power supply controller and actuated in conjunction with the generation of the airbag expansion signal. Furthermore, a first power supply controller may be operable together with the third power supply controller when the vehicle starts, and a high-voltage shutdown function may be performed, and at the same time, an airbag and an EDR may be configured to receive power from the first power supply controller when the airbag expansion signal is generated.

[0016] Through the aforementioned technical solutions, the present invention provides the following effects. According to the present invention, it may be possible to ensure a safety strategy in the event of a collision situation by performing a high-voltage shutdown function while the vehicle is being charged, as well as during an ignition situation (e.g., IG-ON situation) and during an operational situation of the vehicle, and to reduce a probability of or prevent a vehicle fire or personal injury by preventing a high-voltage series shutdown within the vehicle and an instantaneous inflow of a high current into the vehicle when a collision occurs while the vehicle is being charged.

[0017] As will be understood, references herein to “high voltage” will generally indicate a voltage of approximately 120 V to 500 V depending on the vehicle’s state of charge. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] The above and other objects, features and other advantages of the present invention will become more clearly understood from the following detailed description when taken in conjunction with the accompanying drawings in which: Fig. 1 is an explanatory diagram illustrating a configuration of a shutdown system for an electric vehicle according to an exemplary embodiment of the present invention; Fig. 2 is an exemplary diagram illustrating a movement of power of the high voltage shutdown system for an electric vehicle according to an exemplary embodiment of the present invention; Fig. 3 is an exemplary flowchart illustrating a high voltage shutdown method for an electric vehicle according to an exemplary embodiment of the present invention; Fig. 4 is an exemplary flowchart illustrating a high voltage shutdown method for an electric vehicle according to another exemplary embodiment of the present invention; and Fig. 5 is an exemplary flowchart illustrating a high voltage shutdown method for an electric vehicle according to yet another exemplary embodiment of the present invention.

[0019] It should be understood that the accompanying drawings are not necessarily to scale, presenting a somewhat simplified representation of various features illustrative of the basic principles of the invention. The specific embodiments of the present invention disclosed herein, including, for example, particular dimensions, orientations, locations, and shapes, will be determined in part by the particular intended application and environment of use. In the figures, reference numerals refer to like or equivalent parts of the present invention throughout the several figures of the drawing. DETAILED DESCRIPTION

[0020] It is to be understood that the term "vehicle" or "vehicular" or other similar term used herein includes motor vehicles in general, such as passenger cars, which include off-road vehicles (SUVs), buses, trucks, various business cars, watercraft which include a variety of boats and vessels, aircraft, and the like, and includes hybrid vehicles, electric vehicles, plug-in hybrid electric vehicles, hydrogen-powered vehicles, and other alternative fuel vehicles (e.g., fuels derived from feedstocks other than petroleum). As referred to herein, a hybrid vehicle is a vehicle that has two or more power sources, such as both gasoline-powered and electric-powered vehicles.

[0021] While example embodiments are described as using a plurality of units to perform the example process, it is understood that the example processes may also be performed by a module or a plurality of modules. Furthermore, it is understood that the term controller / controller refers to a hardware device including a memory and a processor. The memory is provided for storing the modules, and the processor is specifically provided for executing the modules to perform one or more processes described below.

[0022] Additionally, the control logic of the present invention may be embodied as non-transitory computer-readable media on a computer-readable medium containing executable program instructions executed by a processor, controller, or the like. Examples of computer-readable mediums include, but are not limited to, read-only memory, random access memory, compact disc read-only memory (CD-ROMs), magnetic tape, floppy disks, flash drives, smart cards, and optical data storage devices. The computer-readable recording medium may also be distributed in network-coupled computer systems such that the computer-readable medium is stored and executed in a distributed manner, e.g., by a telematics server or a controller area network (CAN).

[0023] The terminology used herein is for the purpose of describing particular example embodiments only and is not intended to be limiting of the invention. As used herein, the singular forms "a" and "an" are intended to include the plural forms unless the context clearly indicates otherwise. It will also be understood that the terms "comprises" and / or "comprising," when used in this specification, specify the presence of the recited features, integers, steps, operations, elements, and / or components, but do not preclude the presence or addition of one or more other features, integers, steps, operations, elements, components, and / or groups thereof. As used herein, the term "and / or" includes any and all combinations of one or more of the associated listed elements.

[0024] Unless specifically stated or obvious from the context, the term "approx." as used herein is to be understood as within a range of normal tolerance in the art, for example, within 2 standard deviations of the mean. "Approx." may be understood as within 10%, 9%, 8%, 7%, 6%, 5%, 4%, 3%, 2%, 1%, 0.5%, 0.1%, 0.05%, or 0.01% of the stated value. Unless otherwise clear from the context, all numerical values ​​provided herein are modified by the term "approx."

[0025] Reference will now be made in detail to various exemplary embodiments of the present invention, examples of which are illustrated in the accompanying drawings and described below. While the invention will be described in connection with exemplary embodiments, it will be understood that the present description is not intended to limit the invention to these exemplary embodiments. On the contrary, the invention is intended to cover not only the exemplary embodiments, but also various alternatives, modifications, equivalents, and other exemplary embodiments that may be included within the spirit and scope of the invention as defined by the appended claims.

[0026] Hereinafter, the present invention will be described so that someone with technical skills can easily implement the present invention. As is well known, an amount of instantaneous power consumption is considerable when a vehicle starts, so it may be difficult for a battery (regular power supply) to handle all the electronic loads. Therefore, a power supply of the vehicle may include a first ignition power supply (IG1 power supply) and a second ignition power supply (IG2 power supply). The first ignition power supply may be used as a power supply for starting the vehicle, a chassis controller, and the like, and the second ignition power supply may be used as a power supply for a body controller (a fully automatic temperature control (FATC).(Full automatic temperature control), a windshield wiper, etc.) and the like. The aforementioned mechanism is equally applicable to an electric vehicle. In other words, a power supply of an electric vehicle may include a first ignition power supply and a second ignition power supply.

[0027] Since an electric vehicle is charged in a key-off state, it is known that power must be applied to charging-related controls. The present invention can perform a high-voltage shutdown function in conjunction with a collision detection signal (e.g., an airbag expansion signal) generated by an airbag control unit (ACU) while a vehicle is being charged, as well as during vehicle startup, thereby ensuring vehicle stability.

[0028] As in Fig. As illustrated in Figure 1, a high voltage shutdown system for an electric vehicle according to the present invention may include a first power supply controller 1, a third power supply controller 2, an airbag controller 3, a high voltage controller 4, an airbag 5, and an event data recorder (EDR) 6. Such elements may be configured to be actuated by a controller (not shown).

[0029] The first power supply controller 1 may be configured to receive power when the vehicle starts, to be in an operable state for transmitting power to the airbag 5, the EDR 6, and the like. When the electric vehicle starts using a start button, as shown in Fig. 2, a first power supply relay 7 connected to the first power supply controller 1 may be activated by an operation of a smart key (SMK) controller to cause the first power supply controller 1 to receive power, and a third power supply relay 8 connected to the third power supply controller 2 may be activated in conjunction with the operation of the first power supply relay 7 to apply power to the third power supply controller 2. In other words, when the vehicle starts, the first power supply controller 1 and the third power supply controller 2 may be configured to receive power simultaneously to be in an operable state.The third power supply controller 2 may be configured to enter the operable state for transmitting power to the airbag controller 3 when the vehicle is charged.

[0030] As in Fig. 2, the third power supply relay 8 may be activated using a battery charger 9, such as a battery management system (BMS) 9a for fast charging the battery or an on-board charger (OBC) 9b for slow charging the battery, so that the third power supply controller 2 can receive power. The third power supply relay 8 may be connected to the battery charger 9 and activated and enter an operating state using the battery charger 9 during charging. In particular, the third power supply controller 2 may be configured to receive power by actuating the relay 8a connected to the BMS 9a during fast charging and to receive power by actuating the relay 8b connected to the OBC 9b during slow charging.In other words, during charging of the vehicle, power may be applied to the third power supply controller 2 connected to the third power supply relay 8 to cause the third power supply controller 2 receiving the power to enter an operable state.

[0031] The third power supply controller 2 may be connected to a power supply system capable of initiating the airbag controller 3 during charging, to actuate the airbag controller 3 while the vehicle is being charged to detect the occurrence of the vehicle's collision. The airbag controller 3 may include a collision detection unit configured to detect a collision that occurs while the vehicle is being charged, and may be connected to the third power supply controller 2 and actuated by receiving power from the third power supply controller 2 when the vehicle is starting and being charged, and generate an airbag expansion signal (collision detection signal) upon detecting the occurrence of the vehicle's collision, and transmit the generated airbag expansion signal to the high-voltage controller 4.

[0032] The high-voltage controller 4 may be configured to perform the high-voltage shutdown function upon receiving the airbag expansion signal from the airbag controller 3 and may include a battery management system (BMS) or a vehicle control unit (VCU). The airbag 5 may be connected to the first power supply controller 1 and configured to receive power from the first power supply controller 1 when the vehicle starts. The airbag 5 may be selectively connected to the third power supply controller 2 while the vehicle is charging to allow the airbag 5 to receive power from the third power supply controller 2 when connected to the third power supply controller 2 to be operational.

[0033] The EDR 6 may be configured to perform a function of storing vehicle state information within the airbag controller 3 when the airbag 5 is expanded or deployed. Similar to the airbag 5, the EDR 6 may be connected to the first power supply controller 1 and configured to receive power from the first power supply controller 1 when the vehicle starts. The EDR 6 may be selectively connected to the third power supply controller 2 while the vehicle is charging to cause the EDR 6 to receive power from the third power supply controller 2 when connected to the third power supply controller 2 to be operational.

[0034] Although not illustrated in the drawings, to complement the collision detection function of the airbag controller 3, a rear collision detection unit (not illustrated) configured to detect a rear collision of the vehicle that occurs while the vehicle is being charged may be included. The rear collision detection unit may be configured to receive power from the battery charger 9 via the third power supply controller 2 (similar to the airbag controller 3) to be operable. When the rear collision detection unit detects a rear collision, the high-voltage controller 4 may be configured to receive a collision detection signal from the rear collision detection unit to perform the high-voltage shutdown function.

[0035] The Fig. 3 to 5 are exemplary flowcharts each illustrating a high voltage cutoff method for an electric vehicle according to exemplary embodiments of the present invention. Next, a high voltage cutoff process at the time of a collision when a vehicle is starting and charging will be described with reference to Fig. 3 to 5. With regard to Fig. 3, when a vehicle starts, such as an ignition-on (IG ON) state or an operational state, the first power supply controller 1 and the third power supply controller 2 may be activated to actuate the vehicle. If a collision of the vehicle occurs during an ignition-on (IG ON) or operational state, an airbag expansion signal may be generated by the airbag controller 3, and the high-voltage controller 4 receiving the airbag expansion signal may be configured to perform a high-voltage shutdown function. Specifically, the airbag 5 and the EDR 6, which are connected to the first power supply controller 1 for receiving power, may be actuated, causing the airbag 5 to expand, and the EDR 6 may be configured to store vehicle state information within the airbag controller 3.

[0036] When the vehicle is charging, the first power supply controller 1 may be turned off to be inoperative, and the third power supply controller 2 may be activated (e.g., turned on) to be operative. If a collision occurs during the vehicle charging state, the airbag expansion signal may be generated by the airbag controller 3, and the high-voltage controller 4 receiving the airbag expansion signal may be configured to perform the high-voltage shutdown function. Since the first power supply controller 1 is in a non-operating state, the airbag 5 and the EDR 6 do not need to be actuated (e.g., the airbag is not expanded and the EDR is not recording). If the collision occurs during the vehicle key-off state, the airbag controller 3 may be in a dormant state and does not need to be actuated.

[0037] In relation to Fig. 4, when the airbag 5 is connected to the third power supply controller 2 and the EDR 6 is not connected to the third power supply controller 2 when the vehicle is charging, the airbag 5 may be in a wakeup state, but the EDR 6 does not have to be in the wakeup state, so that the airbag 5, when the airbag expansion signal is generated by the airbag controller 3, may be actuated to be expanded, but the EDR 6 does not have to be actuated (e.g., not recording). With regard to Fig. 5, the airbag 5 and the EDR 6 may be connected to the third power supply controller 2 when the vehicle is charged, so that when the airbag expansion signal is generated by the airbag controller 3, the airbag 5 can be expanded and the EDR 6 can store vehicle state information according to the occurrence of the collision within the airbag controller 3.

[0038] The invention has been described in detail with reference to exemplary embodiments thereof. However, it will be appreciated by one of skill in the art that changes may be made to these exemplary embodiments without departing from the principles and spirit of the invention, the scope of which is defined in the appended claims and equivalents thereof.

Claims

[1] A high voltage shutdown system for an electric vehicle, comprising: a memory configured to store program instructions; and a first power supply controller (1) electrically connected to a first power supply relay (7); a third power supply controller (2) electrically connected to a third power supply relay (8) that is activated in conjunction with operation of the first power supply relay (7) to supply power to the third power supply controller (2); a battery charger (9) connected to the third power supply controller (2) via the third power supply relay (8) such that the third power supply controller (2) is activated using the battery charger (9); a collision detection unit electrically connected to the third power supply controller (2); a high-voltage controller (4) electrically connected to the collision detection unit; and a controller configured to execute the program instructions, wherein the program instructions, when executed, are configured to: Actuating the collision detection unit configured to detect a collision that occurs during charging of a vehicle; and Actuating the high-voltage control (4) configured to perform a high-voltage shutdown function when a collision is detected by the collision detection unit; and wherein the program instructions, when executed, are further configured to: Actuating a first power supply controller (1) that becomes operable to transmit power when the vehicle starts; Actuating an airbag (5) configured to receive power via the first power supply controller (1); and Actuating an event data recorder (EDR) (6) configured to receive power via the first power supply controller (1). [2] The system of claim 1, wherein the program instructions, when executed, are further configured to: Actuating the third power supply controller (2) configured to transmit operating power to the collision detection unit when the vehicle is charged. [3] The system of claim 2, wherein the third power supply controller (2) is connected to a battery charger (9) and is configured to receive power from the battery charger (9) when the vehicle is being charged and is in an operable state. [4] The system of claim 1, wherein the collision detection unit includes an airbag controller (3) configured to generate an airbag expansion signal upon detecting a collision of the vehicle. [5] The system of claim 2, wherein the third power supply controller (2) is configured to receive power through the third power supply relay (8) configured to be activated by the battery charger (9) to be operative when the vehicle is being charged. [6] The system according to claim 2, wherein the third power supply controller (2) is configured to receive power through the third power supply relay (8) when the vehicle starts, and the third power supply relay (8) is configured to be activated and operated by the first power supply relay (7) which is activated and operated when the vehicle starts. [7] The system according to claim 6, wherein the first power supply relay (7) is activated when the vehicle starts to activate the third power supply relay (8) and supply power to the first power supply controller (1). [8] The system according to claim 1, wherein the airbag (5) is connected to the first power supply controller (1) when the vehicle starts and is selectively connected to the third power supply controller (2) while the vehicle is being charged. [9] The system of claim 1, wherein the EDR (6) is connected to the first power supply controller (1) when the vehicle starts and is selectively connected to the third power supply controller (2) while the vehicle is being charged. [10] The system of claim 1, further comprising: a rear collision detection unit configured to detect a rear collision of the vehicle that occurs while the vehicle is being loaded, wherein, when the rear collision detection unit detects a rear collision, the high voltage controller (4) performs a high voltage shutdown function. [11] The system according to claim 10, wherein the rear collision detection unit receives an operating power through the third power supply controller (2) to be operable when the vehicle is charged. [12] A method for switching off a high voltage for an electric vehicle, comprising: Actuating a third power supply control (2) by a battery charger (9) when a vehicle is charged by a controller; Actuating the third power supply control (2) by the controller to apply power to an airbag control (3); and Actuating, to switch off a high voltage, a high voltage control (4) by the controller to perform a high voltage switch-off function in conjunction with an airbag expansion signal generated when the airbag control (3) detects a collision of the vehicle, wherein the third power supply controller (2) is electrically connected to a third power supply relay (8); and the third power supply relay (8) is electrically connected to the battery charger (9) such that the third power supply controller (2) is electrically connected to the battery charger (9) and is activated using the battery charger (9); wherein a first power supply controller (1) is operable together with the third power supply controller (2) when the vehicle starts, the method further comprising: Switching off a first voltage by the first power supply controller (1); and Actuating an airbag (5) and an EDR (6) by the first power supply controller (1) using power received by the first power supply controller (1) when the airbag expansion signal is generated. [13] A method according to claim 12, wherein an airbag (5) and an event data recorder (EDR) (6) are not connected to the third power supply controller (2) and are not actuated when the airbag expansion signal is generated. [14] The method of claim 12, wherein an airbag (5) and an EDR (6) are connected to the third power supply controller (2), the method further comprising: Actuating the third power supply control (2) by the controller in response to the airbag expansion signal. [15] A method according to claim 12, wherein a first power supply controller (1) is operable together with the third power supply controller (2) when the vehicle starts, the method further comprising: Performing a high-voltage shutdown function by the controller; and Actuating an airbag (5) and an EDR (6) by the controller using power received by the first power supply controller (1) when the airbag expansion signal is generated.

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