CN114643867B

CN114643867B - Power-on and power-off control method for pure electric vehicle and whole vehicle high-voltage topological structure

Info

Publication number: CN114643867B
Application number: CN202011520616.3A
Authority: CN
Inventors: 刘媛; 文健峰; 杜鹏; 王双娥; 王焯; 陈佳琦
Original assignee: CRRC Electric Vehicle Co Ltd; Changsha CRRC Zhiyu New Energy Technology Co Ltd
Current assignee: CRRC Electric Vehicle Co Ltd; Changsha CRRC Zhiyu New Energy Technology Co Ltd
Priority date: 2020-12-21
Filing date: 2020-12-21
Publication date: 2024-02-27
Anticipated expiration: 2040-12-21
Also published as: CN114643867A

Abstract

The invention provides a power-on and power-off control method of a pure electric vehicle, which comprises the following steps: the priority judgment is carried out on the received mode switching instruction, and the power-on and power-off mode pointed by the mode switching instruction with the highest priority is determined; and determining the current power-on and power-off mode and the high-voltage power-on and power-off state of the vehicle, and responding to the mode switching instruction when the high-voltage power-off process of the current power-on and power-off mode is completed, and switching the power-on and power-off mode of the vehicle to the power-on and power-off mode pointed by the mode switching instruction with the highest priority. The invention provides a high-voltage main frame of a whole vehicle system, which ensures the safety, stability and compatibility of high-voltage electricity consumption of the whole vehicle, defines 4 power-on and power-off modes of the whole vehicle, prescribes normal high-voltage power-on and power-off processes of all modes and a switching method among all modes, ensures the safety state of the high-voltage electricity consumption of the whole vehicle and ensures the long-term high-voltage electricity consumption safety of the whole vehicle.

Description

Power-on and power-off control method for pure electric vehicle and whole vehicle high-voltage topological structure

Technical Field

The invention relates to the technical field of power-on and power-off control of pure electric vehicles, in particular to a power-on and power-off control method of a pure electric vehicle and a high-voltage topological structure of the whole vehicle.

Background

In recent years, the new energy passenger car industry is continuously developed, the market share is continuously increased, and the high-voltage electricity safety of the new energy passenger car is always the focus of market attention. In order to meet the increasingly complex functional and performance requirements of the whole vehicle, the high-voltage power consumption components of the whole vehicle are increased, if a special high-voltage topology framework is developed for the newly added high-voltage components, the variety of the high-voltage system framework is increased, the cost of scientific research development and after-sales maintenance is increased, the management and control of the high-voltage framework are inconvenient for a whole vehicle factory, and most importantly, the stable and safe use of the high-voltage system of the whole vehicle has great challenges and hidden dangers.

In new energy buses, the pure electric whole car occupies an increasingly large market share, so as to ensure the high-voltage electricity utilization safety of the whole car, research, development, design and application are carried out on a high-voltage topology framework of the pure electric whole car, the high-voltage main framework is provided with the tailorability of other optional high-voltage components, different configuration requirements of various car types are compatible, the rationality of a high-voltage power-on and power-off logic strategy of the whole car is verified, a mature and stable whole car high-voltage system scheme is formed, and the system is a research key point and a core technology of the pure electric whole car.

In addition, in order to ensure the safety of the high-voltage power utilization of the whole vehicle and the stability of the main framework of the high-voltage system, the main framework of the high-voltage system compatible with multiple vehicle types and different optional high-voltage components is developed, and the high-voltage power-on and power-off logic of the whole vehicle in each mode is verified, so that the safety mode of switching between modes is ensured, and the main point of research is the core and the key point of the research.

Therefore, the invention provides a power-on and power-off control method of a pure electric vehicle and a high-voltage topological structure of the whole vehicle.

Disclosure of Invention

In order to solve the problems, the invention provides a power-on and power-off control method of a pure electric vehicle, which comprises the following steps:

the power-on and power-off control method of the pure electric vehicle is characterized by comprising the following steps of:

the priority judgment is carried out on the received mode switching instruction, and the power-on and power-off mode pointed by the mode switching instruction with the highest priority is determined;

and determining the current power-on and power-off mode and the high-voltage power-on and power-off state of the vehicle, and responding to the mode switching instruction when the high-voltage power-off process of the current power-on and power-off mode is completed, and switching the power-on and power-off mode of the vehicle to the power-on and power-off mode pointed by the mode switching instruction with the highest priority.

According to one embodiment of the invention, the power-on and power-off modes comprise a high-voltage mode and a standby mode, wherein the high-voltage mode comprises a charging high-voltage power-on and power-off mode, a driving high-voltage power-on and power-off mode and an all-weather monitoring high-voltage power-on and power-off mode.

According to one embodiment of the present invention, the mode switching instruction sequentially includes, in order of priority from high to low: charging high-voltage power-on and power-off mode switching signals, driving high-voltage power-on and power-off mode switching signals and all-weather monitoring high-voltage power-on and power-off mode switching signals.

According to one embodiment of the present invention, when the high voltage modes are switched to each other, the current power-on/power-off mode needs to be switched to the standby mode first, and then the standby mode is switched to the power-on/power-off mode pointed by the mode switching instruction with the highest priority.

According to one embodiment of the present invention, the high-voltage power-on process of the high-voltage power-on and power-off mode of the traveling crane comprises the following steps:

performing a high-voltage self-checking process, and if the high-voltage self-checking has no fault, allowing high-voltage power-on;

judging whether the load relays of the whole vehicle are in an off state, and if so, sending a high-voltage instruction for requesting the battery management system to the battery management system;

judging whether the suction state of the discharging main loop relay fed back by the battery management system is received or not, and if the judgment result is yes, sending a high-voltage instruction on the request assembly to the integrated assembly controller;

and judging whether the suction state of the main relay fed back by the integrated assembly controller is received, and if so, finishing high-voltage power-on.

According to one embodiment of the present invention, the high-voltage power-down process of the high-voltage power-up and power-down mode of the traveling crane comprises the following steps:

limiting power and reducing the vehicle speed, actively closing non-driving safety related accessories, judging whether the current vehicle speed is less than or equal to a first threshold value, if so, preparing to power down and sending a stop working instruction by all controllable high-voltage components;

judging whether all loads stop working, the motor mode is stop, and the motor current is smaller than a second threshold value, and if so, sending a high-voltage command requesting assembly to an integrated assembly controller;

judging whether a main relay disconnection state fed back by the integrated assembly controller is received, and if the judgment result is yes, sending a high-voltage instruction requesting the battery management system to be disconnected or an instruction allowing the battery to be disconnected to the battery management system;

and judging whether the discharge main loop relay disconnection state fed back by the battery management system is received, and if the judgment result is yes, completing the high voltage under the integrated assembly controller and the battery management system.

According to one embodiment of the present invention, the high voltage power up and down mode of charging in the and all-weather monitoring high voltage power up and down mode comprises the steps of:

judging whether the high-voltage condition of the whole vehicle is met, if so, sending a high-voltage request of the battery management system to the battery management system after receiving a high-voltage command sent by the battery management system;

and judging whether the suction state of the discharging main loop relay fed back by the battery management system is received, and if the judgment result is yes, starting the whole vehicle direct current-direct current conversion device and other auxiliary devices required by high-voltage power-on operation.

According to one embodiment of the present invention, the charging high voltage power up and down mode and the high voltage power down process of the all-weather monitoring high voltage power up and down mode comprise the following steps:

judging whether a high-voltage instruction sent by a battery management system is received or whether abnormal feedback of a direct current-direct current converter of the whole vehicle is received or not;

if the judgment result is yes, the whole vehicle load relay is disconnected, the whole vehicle high-voltage power utilization is forbidden, and a high-voltage down instruction or a relay disconnection permission instruction is sent to the battery management system.

According to another aspect of the present invention, there is also provided a high voltage topology of an electric vehicle, performing power-on and power-off operations by the method as set forth in any one of the above, the high voltage topology of an electric vehicle comprising:

the battery system is used for providing a high-voltage power supply for the whole vehicle and controlling the use of the high-voltage power supply and the safety of high-voltage power distribution;

the integrated assembly is used for providing a driving force source for the whole vehicle and supporting the whole vehicle to perform high-voltage power-on and power-off operation;

and the whole vehicle domain controller is used for sending a relay closing and opening instruction to the battery system and the integrated assembly in a high-voltage power-on and power-off process, and the battery system and the integrated assembly respond to the instruction to complete the high-voltage power-on and power-off operation of the whole vehicle.

According to one embodiment of the invention, the battery system comprises a battery box group and a high-voltage distribution box, and the integrated assembly comprises a whole vehicle motor and a high-voltage component.

The invention provides a power-on and power-off control method of a pure electric vehicle and a high-voltage topological structure of the whole vehicle, which provide a high-voltage main structure of a whole vehicle system for guaranteeing the safety and stability of the high-voltage power consumption of the whole vehicle, define 4 power-on and power-off modes of the whole vehicle, prescribe normal high-voltage power-on and power-off flows of each mode and a switching method among the modes, ensure the safety state of the high-voltage power consumption of the whole vehicle and ensure the long-term high-voltage power consumption safety of the whole vehicle.

Additional features and advantages of the invention will be set forth in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. The objectives and other advantages of the invention will be realized and attained by the structure particularly pointed out in the written description and claims hereof as well as the appended drawings.

Drawings

The accompanying drawings are included to provide a further understanding of the invention, and are incorporated in and constitute a part of this specification, illustrate the invention and together with the embodiments of the invention, serve to explain the invention, without limitation to the invention. In the drawings:

fig. 1 shows a flowchart of a power-on and power-off control method of a pure electric vehicle according to an embodiment of the present invention;

FIG. 2 shows a power up and power down mode switching schematic according to one embodiment of the invention;

FIG. 3 shows a high voltage power up flow chart of a drive high voltage power up and down mode according to one embodiment of the invention;

FIG. 4 shows a high-voltage power-down flow chart of a driving high-voltage power-up and power-down mode according to one embodiment of the invention;

FIG. 5 shows a high voltage power up and down mode of charging and an all-weather monitoring high voltage power up and down mode in accordance with one embodiment of the present invention;

FIG. 6 shows a high voltage power down flow chart for a charging high voltage power up and down mode and an all-weather monitoring high voltage power up and down mode according to one embodiment of the invention;

FIG. 7 illustrates a battery system topology in an overall vehicle high voltage topology according to one embodiment of the invention; and

fig. 8 shows a topology of an integrated assembly and a whole-vehicle domain controller in a whole-vehicle high-voltage topology according to one embodiment of the invention.

Detailed Description

In order to make the objects, technical solutions and advantages of the present invention more apparent, the following embodiments of the present invention will be described in further detail with reference to the accompanying drawings.

Fig. 1 shows a flowchart of a power-on and power-off control method of a pure electric vehicle according to an embodiment of the present invention.

As shown in fig. 1, in step S101, the received mode switching command is prioritized, and the power-on/off mode to which the mode switching command with the highest priority is directed is determined.

Specifically, the power-on and power-off modes include a high-voltage mode and a standby mode, wherein the high-voltage mode includes a charging high-voltage power-on and power-off mode, a driving high-voltage power-on and power-off mode and an all-weather monitoring high-voltage power-on and power-off mode.

Further, the charging high-voltage power-on and power-off mode indicates that the vehicle is stopped and is in a ground gun charging state, and the whole vehicle executes the charging related high-voltage power-on and power-off mode.

Further, the high-voltage power-on and power-off mode of the vehicle indicates that the vehicle is not charged by inserting a gun, and is in a state of opening a low-voltage manual maintenance switch, a knob type power supply main switch, a driver desk main power supply rocker switch (hereinafter called rocker for short) and an ignition lock, and the vehicle executes the high-voltage power-on and power-off mode related to the vehicle.

Further, the all-weather monitoring high-voltage power-on and power-off mode indicates that the vehicle is stopped, the vehicle automatically performs high-voltage power-on and power-off without charging or turning on a rocker switch of a total power supply, and the vehicle data uploading terminal platform mode is monitored.

Further, the standby mode indicates that the vehicle is in a high-voltage power-down completion state.

Specifically, the mode switching instruction sequentially includes, in order of priority from high to low: charging high-voltage power-on and power-off mode switching signals, driving high-voltage power-on and power-off mode switching signals and all-weather monitoring high-voltage power-on and power-off mode switching signals. It is easy to understand that the up-down mode pointed by the charging high-voltage up-down mode switching signal is the charging high-voltage up-down mode, the up-down mode pointed by the driving high-voltage up-down mode switching signal is the driving high-voltage up-down mode, and the up-down mode pointed by the all-weather monitoring high-voltage up-down mode switching signal is the all-weather monitoring high-voltage up-down mode.

As shown in fig. 1, in step S102, the current power-on/off mode and the high-voltage power-on/off state of the vehicle are determined, and when the high-voltage power-on/off process of the current power-on/off mode is completed, the power-on/off mode of the vehicle is switched to the power-on/off mode pointed by the mode switching instruction with the highest priority in response to the mode switching instruction.

Specifically, when switching between high-voltage modes, it is necessary to switch the current power-on/power-off mode to the standby mode first, and then switch the standby mode to the power-on/power-off mode to which the mode switching instruction having the highest priority is directed.

Fig. 2 shows a power up and down mode switching schematic according to an embodiment of the invention.

As shown in fig. 2, when the vehicle is in the standby mode and the ON-range signal is received to be effective, the vehicle is converted from the standby mode to the driving high-voltage power-ON and power-off mode.

As shown in fig. 2, when the vehicle is in the high-voltage power-ON/power-off mode and the ON gear signal is not valid, the rocker signal is not valid, or the charging related signal is received, the vehicle waits for the high-voltage power-ON/power-off mode to complete the high-voltage power-off operation, then the vehicle is switched to the standby mode, and then the standby mode is switched to the charging high-voltage power-ON/power-off mode in response to the charging related signal.

It should be noted that the ON gear signal or the rocker signal belongs to a driving high-voltage power-ON and power-off mode switching signal. The charging related signal means that a charging confirmation signal exists, any signal is in charging or is communicated with a charger, and the vehicle is in a parking state (the vehicle speed is judged to be less than 0.1 km/h). The charging related signal belongs to a charging high-voltage power-on and power-off mode switching signal.

As shown in fig. 2, when the vehicle is in the charging high-voltage power-up and power-down mode, no charging-related signal is present, and the high-voltage power-down is completed, the vehicle is switched from the charging high-voltage power-up and power-down mode to the standby mode.

As shown in fig. 2, when the vehicle is in the standby mode and the self-wake-up signal is received to be effective, the vehicle is converted from the standby mode to the all-weather monitoring high-voltage power-on/off mode.

It should be noted that the self-wake-up signal belongs to an all-weather monitoring high-voltage power-on and power-off mode switching signal.

As shown in fig. 2, when the vehicle is in the all-weather monitoring high-voltage power-on/off mode, the vehicle waits for the all-weather monitoring high-voltage power-on/off mode to complete the high-voltage power-on/off operation after the self-wake-up is finished or the charging related signal or the rocker signal is valid, then the vehicle is switched to the standby mode, the priority of the mode switching signal is judged, and the standby mode is switched to the charging high-voltage power-on/off mode or the driving high-voltage power-on/off mode in response to the charging related signal or the rocker signal.

To summarize, a standby mode is entered from any power-up and power-down mode, provided that the signal of the current power-up and power-down mode is ended and the completion of the high-voltage power-down of the current power-up and power-down mode is waited. When the high-voltage modes are switched, the precondition is that the standby mode is firstly entered, and then the high-voltage mode is switched, so that the high-voltage use safety of the whole vehicle is ensured.

Fig. 3 shows a high voltage power up flow chart of a driving high voltage power up and down mode according to an embodiment of the invention.

As shown in fig. 3, the integrated assembly controller (MCU) first performs a high-voltage self-test process, if the high-voltage self-test has no fault, it is allowed to perform high-voltage power-up, and if the high-voltage self-test has a fault, it reports the fault.

And then, the integrated assembly controller (MCU) judges whether a high-voltage instruction on the request assembly sent by the whole vehicle domain controller (VCU) is received, if the judgment result is negative, the high-voltage instruction on the request assembly sent by the whole vehicle domain controller (VCU) is continued to be waited, and if the judgment result is positive, the assembly pre-charging relay is closed.

Then, an integrated assembly controller (MCU) judges whether the difference value between the total voltage of the battery and the pre-charge tolerance voltage meets the preset requirement, if the judgment result is negative, the pre-charge overtime fault is represented, the high voltage is stopped, if the judgment result is positive, an assembly main relay is closed, the assembly pre-charge relay is opened, and the main relay suction state is fed back to a whole vehicle domain controller (VCU).

As shown in fig. 3, when the charging related signal is not available and the ON range signal is valid, the whole vehicle domain controller (VCU) performs a high voltage self-test process, if the high voltage self-test is fault-free, the high voltage self-test is allowed to be performed, and if the high voltage self-test is fault-free, the fault code is reported.

And then, the whole vehicle domain controller (VCU) judges whether the whole vehicle load relays are in an off state, if the judging result is negative, the fault codes are reported, and if the judging result is positive, a high-voltage command for requesting the Battery Management System (BMS) is sent to the Battery Management System (BMS).

And then, the whole vehicle domain controller (VCU) judges whether the suction state of the discharge main loop relay fed back by the Battery Management System (BMS) is received, if the judgment result is yes, a high-voltage instruction on the request assembly is sent to the integrated assembly controller (MCU), and if the judgment result is no, the suction state of the discharge main loop relay fed back by the Battery Management System (BMS) is continuously judged after the overtime fault is preset for (for example, 4 s).

Then, the whole vehicle domain controller (VCU) judges whether the main relay suction state fed back by the integrated assembly controller (MCU) is received, if the judgment result is yes, the high-voltage power-on is completed, if the judgment result is no, the main relay suction state fed back by the integrated assembly controller (MCU) is continuously judged after the overtime fault is preset for 4 s.

It should be noted that, the timeout fault is generally defined by each software, and a state action is executed before timeout, and a related action is executed after timeout.

As shown in fig. 3, a Battery Management System (BMS) first performs a high-voltage self-test process, if the high-voltage self-test has no fault, the high-voltage self-test is allowed to be performed, and if the high-voltage self-test has a fault, the fault is reported.

And then, the Battery Management System (BMS) judges whether the whole vehicle main relay is not closed and receives a high-voltage instruction on the Battery Management System (BMS) which is sent by the whole vehicle domain controller (VCU), if the judgment result is negative, the Battery Management System (BMS) continues to wait for the high-voltage instruction on the request which is sent by the whole vehicle domain controller (VCU), if the judgment result is positive, a discharging main relay of the Battery Management System (BMS) is closed, and the closing state of the discharging main relay is fed back to the whole vehicle domain controller (VCU).

Fig. 4 shows a high-voltage power down flow chart of a driving high-voltage power up-down mode according to an embodiment of the present invention.

As shown in fig. 4, the integrated assembly controller (MCU) determines whether a request for the high-voltage command sent by the whole-vehicle-domain controller (VCU) is received, if the determination result is no, the MCU continues to wait for the request for the high-voltage command sent by the whole-vehicle-domain controller (VCU), if the determination result is yes, the main relay of the assembly is disconnected, and a main relay disconnection state is sent to the whole-vehicle-domain controller (VCU).

As shown in fig. 4, the whole vehicle domain controller (VCU) determines whether the ON gear signal disappears or the Battery Management System (BMS) requests power down or the Battery Management System (BMS) abnormally powers down, if yes, limits power and reduces vehicle speed, actively turns off non-driving safety related accessories, determines whether the current vehicle speed is less than or equal to a first threshold (for example, 3 km/h), and if yes, prepares power down and transmits a stop work instruction to all the controllable high-voltage components.

Specifically, abnormal power-down of the Battery Management System (BMS) means that in normal operation, it is detected that the Battery Management System (BMS) discharging main loop relay is in an off state.

In addition, the whole vehicle domain controller (VCU) judges whether the rocker signal disappears or a charging related signal exists, if the judgment result is yes, the vehicle domain controller is ready to be powered down and all the controllable high-voltage components send out a stop working instruction.

And then, the whole-vehicle-area controller (VCU) judges whether all loads stop working, the motor mode is stop, and the motor current is smaller than a second threshold (for example, 25A), if the judging result is negative, the time-out fault preset time (4 s) is reached, and a high-voltage command for requesting the assembly is sent to the integrated assembly controller (MCU) after reporting is recorded. If the judgment result is yes, a request assembly high-voltage instruction is sent to the integrated assembly controller.

And then, the whole vehicle domain controller (VCU) judges whether the main relay disconnection state fed back by the integrated assembly controller (MCU) is received, if the main relay disconnection state is judged to be not, the overtime fault preset time (4 s) is recorded, and a high-voltage command requesting the Battery Management System (BMS) to download or a command allowing the battery to disconnect is sent to the Battery Management System (BMS) after reporting. And if the judgment result is yes, sending a high-voltage command or a battery disconnection permission command to the Battery Management System (BMS).

And finally, the whole vehicle domain controller (VCU) judges whether the discharge main loop relay disconnection state fed back by the Battery Management System (BMS) is received, if the judgment result is negative, the overtime fault preset time (4 s) is recorded and reported. If the judgment result is yes, the integrated assembly controller (MCU) and the Battery Management System (BMS) finish high voltage.

Before issuing the high-voltage command of the request assembly, the whole vehicle domain controller (VCU) does not continue to execute the high-voltage process if detecting that the ON gear signal is valid, and the whole vehicle recovers the high-voltage power-ON state.

As shown in fig. 4, the Battery Management System (BMS) determines whether a limit fault or a serious fault, and if yes, reports the fault and sends a request for the high voltage command of the whole vehicle domain controller (VCU) to the whole vehicle domain controller (VCU). And then, the Battery Management System (BMS) judges whether an allowable battery disconnection instruction sent by the whole vehicle domain controller (VCU) is received, if the judgment result is negative, the Battery Management System (BMS) judges whether the current is larger than a set value (for example, 15A) after overtime preset value (for example, 35 s) is carried out, if the Battery Management System (BMS) receives the allowable battery disconnection instruction sent by the whole vehicle domain controller (VCU), the Battery Management System (BMS) judges whether the current is smaller than the set value (for example, 15A) is carried out, if the current is smaller than the set value (for example, 15A) is carried out, the Battery Management System (BMS) is disconnected, and the disconnection state of the discharging main relay is fed back to the whole vehicle domain controller (VCU). If the current is not less than the set value (e.g., 15A), judging whether the current is greater than the set value (e.g., 15A) after the preset value (e.g., 5 s) is timed out. If the current is greater than a set value (e.g., 15A), a load cut-off fault is recorded, and if the current is not greater than the set value (e.g., 15A), a Battery Management System (BMS) discharge main relay is turned off, and a discharge main relay off state is fed back to a whole vehicle domain controller (VCU).

The Battery Management System (BMS) also needs to determine whether a high voltage command sent by the whole vehicle domain controller (VCU) and requesting the Battery Management System (BMS) is received, if yes, it determines whether the current is less than a set value (e.g. 15A), if not, it determines whether the current is greater than the set value (e.g. 15A) after a preset value (e.g. 5 s) is exceeded. If the current is greater than a set value (e.g., 15A), a load cut-off fault is recorded and recorded. If the current is less than a set value (e.g., 15A), a Battery Management System (BMS) turns off a discharge main relay and feeds back a discharge main loop relay off state to a whole vehicle domain controller (VCU).

Fig. 5 shows a high voltage power up and down mode of charging and an all-weather monitoring high voltage power up and down mode according to an embodiment of the present invention.

As shown in fig. 5, the whole vehicle domain controller (VCU) performs a high-voltage self-test process, if the high-voltage self-test has no fault, the high-voltage self-test is allowed to be performed, and if the high-voltage self-test has a fault, the fault is reported;

specifically, the high-voltage self-checking content includes: whether the direct current conversion device of the whole vehicle is faulty or not, and whether the high-voltage relay of the whole vehicle is stuck to the fault or not.

And then, the whole vehicle domain controller (VCU) judges whether the condition of high voltage on the whole vehicle is met, if the judgment result is negative, the vehicle domain controller (VCU) waits for a high voltage command sent by the Battery Management System (BMS), and if the judgment result is positive, the vehicle domain controller (VCU) sends a high voltage request to the Battery Management System (BMS) after receiving the high voltage command sent by the Battery Management System (BMS).

Specifically, conditions of high pressure throughout the vehicle include, but are not limited to: the whole car main contactor is in an off state, and the whole car high-voltage electric appliance is not enabled.

Then, the whole vehicle domain controller (VCU) judges whether the suction state of the discharge main loop relay fed back by the Battery Management System (BMS) is received, if the judgment result is negative, the judgment is continued after the overtime fault is preset for 4s, whether the suction state of the discharge main loop relay fed back by the Battery Management System (BMS) is received, and if the judgment result is positive, the whole vehicle direct current-direct current conversion device and other auxiliary devices required by high-voltage power-on operation are started.

As shown in fig. 5, a Battery Management System (BMS) first performs a high-voltage self-test process, if the high-voltage self-test has no fault, the high-voltage self-test is allowed to be performed, and if the high-voltage self-test has a fault, the fault is reported.

Then, the Battery Management System (BMS) judges whether the upper high voltage condition is met, and if so, the Battery Management System (BMS) sends an upper high voltage permission instruction to the whole vehicle domain controller (VCU).

Specifically, meeting the upper high pressure condition includes: a+ and CC2 charging confirmation signals are received in the charging high-voltage power-on and power-off mode, the rocker and the charging signals are not detected in the all-weather monitoring high-voltage power-on and power-off mode, and the self-wake-up time is up.

Then, the Battery Management System (BMS) judges whether an upper high voltage request sent by the whole vehicle domain controller (VCU) is received, if not, the Battery Management System (BMS) overturns to fault and stops the upper high voltage and stops charging. If the judgment result is yes, judging whether the whole vehicle main relay is not closed, if the judgment result is yes, closing the discharging main relay, and feeding back the suction state of the discharging main loop relay to a whole vehicle domain controller (VCU).

Specifically, battery Management System (BMS) fault handling logic includes:

1. discharge main relay failure or request power up timeout (e.g., timeout 15 s): reporting a fault, stopping outputting high-side drive by a Battery Management System (BMS), requesting to lower high voltage and stopping charging;

2. failure of the whole vehicle direct current-direct current conversion device: a Battery Management System (BMS) stops outputting the high-side driving, requests a high voltage down, and stops charging.

Fig. 6 shows a high voltage power down flow chart of a charging high voltage power up and down mode and an all-weather monitoring high voltage power up and down mode according to one embodiment of the invention.

As shown in fig. 6, the whole vehicle domain controller (VCU) determines whether a request high voltage command sent by the Battery Management System (BMS) is received or feedback of abnormality of the whole vehicle dc-dc converter is received. If the judgment result is yes, the whole vehicle domain controller (VCU) turns off the whole vehicle load relay and forbids the whole vehicle high-voltage power utilization, and sends a down high-voltage instruction or a relay disconnection permission instruction to a Battery Management System (BMS).

As shown in fig. 6, a Battery Management System (BMS) determines whether a high-voltage down condition is satisfied, and if yes, sends a request high-voltage down command to a whole-vehicle-area controller (VCU).

Specifically, the Battery Management System (BMS) satisfies the following high-voltage conditions including:

1. the charging a+ signal disappears or is about to disappear from the awake state;

2. receiving a high-voltage command of the whole vehicle;

3. a fault occurs that requires the discharge main relay to be turned off (refer to the BMS fault handling logic above);

4. and the direct current-direct current conversion device of the whole vehicle fails.

And then, the Battery Management System (BMS) judges whether a high-voltage instruction fed back by the whole vehicle domain controller (VCU) is received or not, if the judgment result is negative, the Battery Management System (BMS) synchronously turns off the discharging main relay and the high-side drive when the Battery Management System (BMS) is in low-voltage, and if the judgment result is positive, the Battery Management System (BMS) turns off the discharging main relay.

To sum up, as shown in fig. 3 to 6, the power on and off time sequence of the whole vehicle is reasonably designed according to engineering application, the power on and off flow of the whole vehicle is controlled by a Battery Management System (BMS), an integrated assembly controller (MCU) and a whole vehicle domain controller (VCU), and processing measures when faults occur in the flow are designed, so that the requirement of a logic strategy of the high-voltage safety of the whole vehicle is met, and the high-voltage safety of the whole vehicle is ensured.

In addition, the invention provides a high-voltage topological structure of the pure electric whole vehicle, which comprises a battery system (comprising a power battery, a high-voltage distribution box and the like) and an integrated assembly (comprising a high-voltage component, a controller and the like of the pure electric whole vehicle).

Fig. 7 shows a battery system topology in an overall vehicle high voltage topology according to one embodiment of the invention. Fig. 8 shows a topology of an integrated assembly and a whole-vehicle domain controller in a whole-vehicle high-voltage topology according to one embodiment of the invention. Point a in fig. 7 is connected to point a in fig. 8 in a circuit topology, and point B in fig. 7 is connected to point B in fig. 8 in a circuit topology.

As shown in fig. 7, gun charge B is bridged between the positive and negative electrodes through relay K8 and relay K7, gun charge a is bridged between the positive and negative electrodes through relay K6 and relay K5, and battery heating 1, battery heating 2, DCDC and water cooling unit are bridged between the positive and negative electrodes.

As shown in fig. 8, the storage battery is connected between the positive electrode and the negative electrode through DCDC conversion, the air conditioner, the defrosting and the electric heating are bridged between the positive electrode and the negative electrode, the oil pump motor is connected between the positive electrode and the negative electrode through DC/AC1 conversion, and the air pump motor is connected between the positive electrode and the negative electrode through DC/AC2 conversion.

As shown in fig. 7 and 8, a high-voltage topology structure of a pure electric whole vehicle is provided, and power-on and power-off operations are performed by the method according to any one of the above.

The full electric vehicle high-voltage topological structure comprises a battery system, an integrated assembly and a full vehicle domain controller. In particular, the battery system is used for providing a high-voltage power supply for the whole vehicle and controlling the use of the high-voltage power supply and the safety of high-voltage power distribution. The integrated assembly is used for providing a driving force source for the whole vehicle and supporting the whole vehicle to perform high-voltage power-on and power-off operation. The whole vehicle domain controller is used for sending a relay closing and opening instruction to the battery system and the integrated assembly in a high-voltage power-on and power-off process, and the battery system and the integrated assembly respond to the instruction to complete the high-voltage power-on and power-off operation of the whole vehicle.

In one embodiment, the battery system includes a battery box group and a high-voltage distribution box, the battery box group is connected in series to form a high-voltage branch to provide high-voltage energy for the whole vehicle, and according to different requirements of the whole vehicle on the capacity of the battery system, the battery system has various configurations such as a single branch, multiple branches and the like, and the battery system is a double-branch battery system in fig. 7. The high-voltage distribution box mainly comprises high-voltage relay, high-voltage connection and control components such as insurance, busbar and the like, and is used for controlling the use of a battery system and the high-voltage distribution safety of a Battery Management System (BMS). The high-voltage distribution box has different configuration options of multi-branch charging, battery system heating and water cooling units according to different vehicle configuration requirements.

And when the K1 is closed, the discharging loop of the battery system is conducted, so that a high-voltage energy source can be provided for the whole vehicle system.

In one embodiment, the integrated assembly includes a vehicle electric machine and a high voltage component. The motor of the whole car is a main source of driving force, the high-voltage component comprises a direct current-direct current conversion device (DCDC) of the whole car, an oil pump, an air conditioner, electric defrosting, electric heating and the like, in the integrated assembly, a main circuit (comprising an integrated pre-charging circuit) formed by integrated relays K1 and K2 is mainly controlled by the main structure, when K2 is closed, after the pre-charging is completed, K1 is closed again, the high-voltage component at the rear end of the relay is powered on, the motor can be driven, and the high-voltage safety components such as the air pump and the like can normally work.

The Battery Management System (BMS) is a control brain of the battery system, mainly controls the closing of the high-voltage distribution box K1 relay in the high-voltage power up and down, and the integrated assembly controller (MCU) mainly controls the relays K1 and K2 in the integrated assembly, and completes the operations of high-voltage pre-charging and the like. The whole vehicle domain controller (VCU) is a brain of a whole vehicle, and mainly sends a relay closing and opening instruction to the BMS and the MCU in a high-voltage power-on and power-off process, and the BMS and the MCU respond to the whole vehicle instruction to finish the high-voltage power-on and power-off of the whole vehicle.

As shown in fig. 7 and 8, in order to ensure the high-voltage electricity safety of the whole vehicle and the stability of the main frame of the whole vehicle, a pure electric whole vehicle high-voltage topological structure is designed, the tailorability of other optional high-voltage components is provided, different configuration requirements of various vehicle types are compatible, and the engineering application requirements of the whole vehicle are met.

In summary, the power-on and power-off control method and the whole vehicle high-voltage topological structure of the pure electric vehicle provide a whole vehicle system high-voltage main structure which guarantees the safety and stability of the whole vehicle high-voltage power consumption and is compatible, 4 power-on and power-off modes of the whole vehicle are defined, normal high-voltage power-on and power-off processes of all modes and a switching method among all modes are specified, the whole vehicle high-voltage power consumption is in a safe state, and the long-term high-voltage power-on safety of the whole vehicle is guaranteed.

It is to be understood that the disclosed embodiments are not limited to the specific structures, process steps, or materials disclosed herein, but are intended to extend to equivalents of these features as would be understood by one of ordinary skill in the relevant arts. It is also to be understood that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting.

Reference in the specification to "one embodiment" or "an embodiment" means that a particular feature, structure, or characteristic described in connection with the embodiment is included in at least one embodiment of the invention. Thus, the appearances of the phrase "one embodiment" or "an embodiment" in various places throughout this specification are not necessarily all referring to the same embodiment.

Although the embodiments of the present invention are disclosed above, the embodiments are only used for the convenience of understanding the present invention, and are not intended to limit the present invention. Any person skilled in the art can make any modification and variation in form and detail without departing from the spirit and scope of the present disclosure, but the scope of the present disclosure is still subject to the scope of the appended claims.

Claims

1. The power-on and power-off control method for the pure electric vehicle is characterized by comprising the following steps of:

determining the current power-on and power-off mode and the current power-on and power-off state of the vehicle, and responding to the mode switching instruction when the high-voltage power-off process of the current power-on and power-off mode is completed, switching the power-on and power-off mode of the vehicle to the power-on and power-off mode pointed by the mode switching instruction with the highest priority, wherein the power-on and power-off mode comprises a high-voltage mode and a standby mode, and the high-voltage mode comprises a driving high-voltage power-on and power-off mode;

the high-voltage power-on process of the high-voltage power-on and power-off mode of the travelling crane comprises the following steps of:

judging whether the suction state of the main relay fed back by the integrated assembly controller is received or not, and if the judgment result is yes, finishing high-voltage power-on;

the high-voltage power-down process of the high-voltage power-up and power-down mode of the travelling crane comprises the following steps of:

2. The power-on and power-off control method for a pure electric vehicle according to claim 1, wherein the high voltage mode further comprises a charging high voltage power-on and power-off mode and an all-weather monitoring high voltage power-on and power-off mode.

3. The power-on and power-off control method for a pure electric vehicle according to claim 2, wherein the mode switching instruction sequentially comprises, in order of priority from high to low: charging high-voltage power-on and power-off mode switching signals, driving high-voltage power-on and power-off mode switching signals and all-weather monitoring high-voltage power-on and power-off mode switching signals.

4. The power-on/off control method for a pure electric vehicle according to claim 3, wherein when the high-voltage modes are switched to each other, the current power-on/off mode is required to be switched to the standby mode first, and then the standby mode is switched to the power-on/off mode pointed by the mode switching instruction with the highest priority.

5. The power-on/off control method for a pure electric vehicle according to claim 2, wherein the charging high-voltage power-on/off mode is a high-voltage power-on process for monitoring the high-voltage power-on/off mode in the all-weather mode, comprising the steps of:

6. The power-on and power-off control method for a pure electric vehicle according to claim 2, wherein the charging high-voltage power-on and power-off mode and the high-voltage power-off process for all-weather monitoring high-voltage power-on and power-off mode comprise the steps of:

7. A high voltage topology of an electric vehicle, characterized in that the power up and down operation is performed by a method according to any of claims 1-6, said high voltage topology of an electric vehicle comprising:

8. The electric-only vehicle high-voltage topology of claim 7, wherein said battery system comprises a battery box assembly and a high-voltage distribution box, and said integrated assembly comprises a whole vehicle motor and high-voltage components.