WO2024087452A1

WO2024087452A1 - Battery energy control method and system

Info

Publication number: WO2024087452A1
Application number: PCT/CN2023/080076
Authority: WO
Inventors: 廖虎龙
Original assignee: 惠州亿纬锂能股份有限公司
Priority date: 2022-10-24
Filing date: 2023-03-07
Publication date: 2024-05-02
Also published as: CN115503484A

Abstract

A battery energy control method and system. The battery energy control method comprises: a vehicle control unit acquires a collision signal and an airbag state, the airbag state comprising a trigger state and an untriggered state; the vehicle control unit sends the collision signal to a battery management system according to the trigger state, or the vehicle control unit records collision information according to the untriggered state; and the battery management system controls a battery energy distribution unit to be powered off according to the collision signal.

Description

Battery energy control method and system

This application claims priority to the Chinese patent application filed with the China Patent Office on October 24, 2022, with application number 202211305853.7. The entire contents of the above application are incorporated by reference into this application.

Technical Field

The present application relates to the field of electric vehicle safety technology, for example, to a battery energy control method and system.

Background technique

As the market demand for high-voltage and high-current super-fast charging of electric vehicle power batteries increases, the requirements for the safety performance of the high-voltage circuit of the battery energy distribution unit also increase accordingly.

When an electric vehicle on the market collides, the battery management system cannot effectively and quickly cut off the high-voltage circuit of the battery energy distribution unit. That is, after the electric vehicle collides, the high-voltage circuit between the power battery of the electric vehicle and the electric vehicle is still in a conductive state. In this case, the high-voltage circuit between the power battery and the electric vehicle may be damaged due to the collision of the electric vehicle, and there may be leakage, which will put the driver at risk of electric shock.

Summary of the invention

The embodiments of the present application provide a battery energy control method and system, which are intended to achieve effective control of battery energy when a car collision occurs.

In a first aspect, an embodiment of the present application provides a battery energy control method, comprising:

The vehicle controller obtains the collision signal and the state of the airbag; wherein the state of the airbag includes a triggered state and a non-triggered state;

The vehicle controller sends the collision signal to a battery management system according to the trigger state, or the vehicle controller records the collision information according to the non-trigger state;

The battery management system controls the battery energy distribution unit to cut off power according to the collision signal.

In one embodiment, before the vehicle controller obtains the collision signal and the state of the airbag, the method further includes:

The airbag obtains the collision signal;

The airbag determines whether the collision signal is greater than an airbag triggering threshold;

In response to the judgment result that the collision signal is greater than the airbag triggering threshold, determining that the airbag The state of the capsule is the trigger state;

In response to a determination result that the collision signal is less than or equal to an airbag triggering threshold, determining that the airbag state is the non-triggered state;

The airbag sends the status of the airbag to the vehicle controller.

In one embodiment, before the vehicle controller sends the collision signal to the battery management system according to the trigger state, or before the vehicle controller records the collision information according to the untriggered state, the method further includes:

The vehicle controller adjusts the state of the vehicle controller to a fault state.

In one embodiment, the vehicle controller sends the collision signal to a battery management system according to the trigger state, or the vehicle controller records the collision information according to the untriggered state, including:

The vehicle controller determines whether the state of the airbag is a triggered state;

In response to a judgment result that the state of the airbag is a triggered state, the vehicle controller sends the collision signal to the battery management system;

In response to the judgment result that the state of the safety airbag is an untriggered state, the vehicle controller records the collision information and adjusts the state of the vehicle controller to a non-fault state.

In one embodiment, the battery energy distribution unit includes an active and passive integrated fuse; the battery management system is connected to the active and passive integrated fuse;

The battery management system controls the battery energy distribution unit to cut off power according to the collision signal, including:

The battery management system controls the active and passive integrated fuses to cut off power according to the collision signal.

In one embodiment, after the battery management system controls the battery energy distribution unit to cut off power according to the collision signal, it further includes:

The battery management system detects the voltage difference between the positive and negative electrodes of the battery energy distribution unit;

The battery management system determines the state of the high voltage circuit of the battery energy distribution unit according to the positive and negative electrode voltage difference;

The battery management system controls the relay of the battery energy distribution unit to be disconnected according to the state of the high-voltage circuit.

In one embodiment, the battery management system determines the state of the high voltage circuit of the battery energy distribution unit according to the positive and negative electrode voltage difference, including:

The battery management system determines whether the positive and negative electrode voltage difference is less than or equal to a threshold voltage;

In response to a judgment result that the positive and negative voltage difference is less than or equal to a threshold voltage, determining that the state of the high voltage circuit is a power-off state;

In response to the judgment result that the positive and negative voltage difference is greater than the threshold voltage, the state of the high voltage circuit is determined to be the on state.

In one embodiment, the relays of the battery energy distribution unit include a main positive relay and a main negative relay;

The battery management system controls the relay of the battery energy distribution unit to be disconnected according to the state of the high-voltage circuit, including:

When the state of the high-voltage circuit is the power-off state, the battery management system controls the main positive relay and the main negative relay of the battery energy distribution unit to be disconnected;

When the state of the high-voltage circuit is the on state, the battery management system controls the main negative relay of the battery energy distribution unit to be disconnected, and controls the main positive relay to be disconnected after the main negative relay is disconnected.

In one embodiment, after the battery management system controls the relay of the battery energy distribution unit to be disconnected, the method further includes:

The vehicle controller and the battery management system record the fault information, and adjust the state of the vehicle controller and the state of the battery management system to be a fault state.

In a second aspect, the embodiment of the present application further provides a battery energy control system, including:

The vehicle controller is configured to: obtain a collision signal and a state of an airbag; wherein the state of the airbag includes a triggered state and a non-triggered state;

According to the trigger state, sending the collision signal to a battery management system, or, according to the non-trigger state, recording collision information;

The battery management system is configured to control the battery energy distribution unit to cut off power according to the collision signal.

Beneficial effects of this application:

The embodiment of the present application obtains the collision signal through the vehicle controller to obtain the collision information of the current electric vehicle; obtains the status of the airbag through the vehicle controller to determine the severity of the impact of the current electric vehicle. Among them, if the status of the airbag is a triggered state, it can be judged that the severity of the impact of the current electric vehicle is relatively strong; if the status of the airbag is an untriggered state, it can be judged that the severity of the impact of the current electric vehicle is relatively weak. When the status of the airbag is a triggered state, it means that the collision of the current electric vehicle will threaten the safety of the driver, and the vehicle controller will send the collision signal to the battery management system according to the trigger state. When the status of the airbag is an untriggered state, it means that the current The collision of electric vehicles will not threaten the safety of the driver. The vehicle controller records the collision information according to the untriggered state. The battery management system controls the battery energy distribution unit to cut off the power according to the collision signal, so that the battery energy distribution unit disconnects the high-voltage circuit of the battery energy distribution unit to avoid leakage of the high-voltage circuit due to damage caused by the collision of the electric vehicle, thereby reducing the risk of electric shock to the driver.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG1 is a schematic flow chart of a battery energy control method provided in an embodiment of the present application;

FIG2 is a schematic diagram of a flow chart of another battery energy control method provided in an embodiment of the present application;

FIG3 is a schematic diagram of the structure of a battery energy control system provided in an embodiment of the present application;

FIG4 is a schematic flow chart of another battery energy control method provided in an embodiment of the present application;

FIG5 is a schematic flow chart of another battery energy control method provided in an embodiment of the present application;

FIG6 is a flow chart of another battery energy control method provided in an embodiment of the present application;

FIG. 7 is a schematic diagram of the structure of another battery energy control system provided in an embodiment of the present application.

Detailed ways

The terms "including" and "having" and any variations thereof in the specification and claims of the present application and the above-mentioned drawings are intended to cover non-exclusive inclusions. For example, a process, method, system, product or apparatus comprising a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to these processes, methods, products or apparatuses.

FIG1 is a flow chart of a battery energy control method provided in an embodiment of the present application. This embodiment is applicable to collision safety control of electric vehicles. The method can be executed by a battery energy control system, which can be implemented in hardware and/or software. The method includes the following steps:

S110. The vehicle controller obtains a collision signal and a status of an airbag; wherein the status of the airbag includes a triggered state and a non-triggered state.

The collision signal is generated when the collision sensor arranged on the periphery of the electric vehicle is subjected to impact force or collision force. Exemplarily, when the electric vehicle collides, the collision sensor is subjected to impact force or collision force to generate a collision signal, and the collision sensor will transmit the generated collision signal to the vehicle controller. The collision sensor will also transmit the generated collision signal to the airbag for the driver's safety protection. The airbag determines whether to trigger the airbag based on the collision signal, that is, the airbag can determine the state of the airbag based on the collision signal. Exemplarily, when the collision signal is less than or equal to the airbag triggering threshold, the airbag will not be triggered, and the state of the airbag is not triggered. When the collision signal is greater than the airbag triggering threshold When the value is set, the airbag will be triggered and the airbag status is triggered. After the airbag determines its status, it will send the determined airbag status to the vehicle controller.

In summary, the vehicle controller can obtain the collision signal through the collision sensor, so that the vehicle controller can obtain the collision information of the current electric vehicle through the collision signal. The vehicle controller can obtain the status of the airbag through the airbag to determine the severity of the current collision of the electric vehicle.

S120: The vehicle controller sends a collision signal to the battery management system according to the triggered state, or the vehicle controller records the collision information according to the untriggered state.

The state of the airbag can indicate the severity of the current collision of the electric vehicle, that is, whether the current collision of the electric vehicle will threaten the safety of the driver. Therefore, the vehicle controller can know the severity of the current collision of the electric vehicle according to the state of the airbag. For example, if the collision is severe, the state of the airbag is triggered. If the collision is not severe, the airbag is not triggered.

For example, if the collision of the electric vehicle is relatively minor, the airbag is in an untriggered state, and the collision of the electric vehicle will not endanger the safety of the driver, then the vehicle controller will not send the collision signal to the battery management system, and the battery management system does not need to take collision safety protection measures according to the collision signal, and the vehicle controller will record the collision information. If the collision of the electric vehicle is relatively severe, the airbag is in a triggered state, and the collision of the electric vehicle will endanger the safety of the driver, then the vehicle controller will send the collision signal to the battery management system, so that the battery management system takes collision safety protection measures according to the collision signal.

S130: The battery management system controls the battery energy distribution unit to cut off power according to the collision signal.

If the battery management system receives a collision signal, it means that the collision of the electric vehicle is quite severe. After receiving the collision signal, the battery management system will immediately control the battery energy distribution unit to cut off the power. Exemplarily, the battery management system sends a power-off signal to the battery energy distribution unit, so that the battery energy distribution unit disconnects the high-voltage circuit of the battery energy distribution unit to avoid leakage of the high-voltage circuit due to damage caused by the collision of the electric vehicle, thereby reducing the risk of electric shock to the driver.

The embodiment of the present application obtains the collision signal through the vehicle controller to obtain the impact information of the current electric vehicle; obtains the state of the airbag through the vehicle controller to determine the severity of the impact of the current electric vehicle. Among them, if the state of the airbag is a triggered state, it can be judged that the severity of the impact of the current electric vehicle is relatively strong; if the state of the airbag is an untriggered state, it can be judged that the severity of the impact of the current electric vehicle is relatively weak. When the state of the airbag is in a triggered state, it means that the collision of the current electric vehicle will threaten the safety of the driver. The vehicle controller will send the collision signal to the battery management system according to the triggered state. When the state of the airbag is in an untriggered state, it means that the collision of the current electric vehicle will not threaten the safety of the driver. The vehicle controller will record the collision information according to the untriggered state. The battery management system controls the battery energy distribution unit to cut off the power according to the collision signal, so that the battery The battery energy distribution unit disconnects the high-voltage circuit of the battery energy distribution unit to avoid leakage of the high-voltage circuit due to damage caused by the collision of the electric vehicle, thereby reducing the risk of electric shock to the driver.

FIG. 2 is a flow chart of another battery energy control method provided in an embodiment of the present application. As shown in FIG. 2 , the method includes the following steps:

S210: The airbag obtains a collision signal.

The airbag can obtain a collision signal generated when a collision sensor arranged at the periphery of the electric vehicle is subjected to impact force or collision force.

S220, the airbag determines whether the collision signal is greater than the airbag triggering threshold; in response to the judgment result that the collision signal is greater than the airbag triggering threshold, execute S230; in response to the judgment result that the collision signal is less than or equal to the airbag triggering threshold, execute S240.

The airbag triggering threshold is the minimum collision signal that triggers the airbag. The airbag triggering threshold is a measure of the maximum tolerance of electric vehicles to collisions or impacts. If the collision signal exceeds the airbag triggering threshold, it indicates that the electric vehicle will cause harm to the driver if it is hit or impacted; if the collision signal does not exceed the airbag triggering threshold, it indicates that the electric vehicle will not cause harm to the driver if it is hit or impacted.

S230: The airbag is in a triggered state.

When the collision signal exceeds the airbag triggering threshold, it means that the impact or shock suffered by the electric vehicle will cause injury to the driver, and the airbag needs to be triggered to protect the driver.

S240: The airbag is in an untriggered state.

When the collision signal does not exceed the airbag triggering threshold, it means that the impact or shock suffered by the electric vehicle will not cause injury to the driver, and there is no need to trigger the airbag to protect the driver.

S250: The airbag sends the status of the airbag to the vehicle controller.

After the airbag determines its status, it will send the determined airbag status to the vehicle controller. The vehicle controller determines the severity of the current electric vehicle collision by receiving the airbag status sent by the airbag.

S260: The vehicle controller obtains a collision signal and an airbag status; wherein the airbag status includes a triggered state and a non-triggered state.

S270: The vehicle controller sends a collision signal to the battery management system according to the triggered state, or the vehicle controller records the collision information according to the untriggered state.

S280: The battery management system controls the battery energy distribution unit to cut off power according to the collision signal.

In summary, the airbag can determine whether the collision of the electric vehicle is serious based on the collision signal. And protect the driver in the event of a serious collision. Therefore, the subsequent vehicle controller can know the severity of the electric vehicle collision based on the status of the airbag, and send the collision signal generated when the electric vehicle is severely hit to the battery management system based on the status of the airbag, so that the battery management system controls the battery energy distribution unit to cut off power in the event of a serious collision of the electric vehicle, so as to avoid leakage of the high-voltage circuit due to damage caused by the collision of the electric vehicle, thereby reducing the risk of electric shock to the driver.

Optionally, the battery energy distribution unit includes an active and passive integrated fuse; the battery management system is connected to the active and passive integrated fuse.

FIG3 is a schematic diagram of the structure of a battery energy control system provided in an embodiment of the present application. As shown in FIG3, the battery energy control system includes a vehicle controller 310, a battery management system 320, and a battery energy distribution unit 330. The battery energy distribution unit 330 includes an active and passive integrated fuse Q, a discharge terminal A, a charging terminal C, a main positive relay M1, a main negative relay M2, a pre-charge relay M3, a fast charge relay M4, and a current sensor P.

The vehicle controller 310 is connected to the battery management system 320, and the battery management system 320 is connected to the battery energy distribution unit 330. The battery management system 320 is respectively connected to the active and passive integrated fuse Q, the main positive relay M1, the main negative relay M2, the pre-charge relay M3 and the fast charge relay M4. The battery management system 320 can provide an excitation power signal to the active and passive integrated fuse Q, so that the built-in gunpowder of the active and passive integrated fuse Q is triggered, thereby blowing up the high-voltage circuit of the battery energy distribution unit 330 and disconnecting the high-voltage circuit of the battery energy distribution unit 330. The battery management system 320 can send control signals to the main positive relay M1, the main negative relay M2, the pre-charge relay M3 and the fast charge relay M4, respectively, so as to control the on and off states of the main positive relay M1, the main negative relay M2, the pre-charge relay M3 and the fast charge relay M4.

FIG4 is a flow chart of another battery energy control method provided in an embodiment of the present application. As shown in FIG4 , the method includes the following steps:

S410: The vehicle controller obtains a collision signal and a status of an airbag; wherein the status of an airbag includes a triggered state and a non-triggered state.

S420: The vehicle controller adjusts the state of the vehicle controller to a fault state.

After receiving the collision signal, the vehicle controller immediately adjusts the state of the vehicle controller to a fault state.

S430, the vehicle controller determines whether the state of the airbag is a triggered state; in response to the judgment result that the state of the airbag is a triggered state, execute S440; in response to the judgment result that the state of the airbag is a non-triggered state, execute S460.

The vehicle controller can determine the severity of the current electric vehicle collision based on the status of the airbag, and then confirm whether the collision accident of the electric vehicle is serious and whether the battery energy distribution unit needs to be disconnected. The high-voltage circuit of the battery energy distribution unit can prevent leakage of the high-voltage circuit due to damage caused by electric vehicle collision, thereby reducing the risk of electric shock for the driver.

S440: The vehicle controller sends the collision signal to the battery management system.

The vehicle controller sends a collision signal to the battery management system, indicating that the collision accident of the electric vehicle is serious and that the high-voltage circuit of the battery energy distribution unit may be damaged and leak due to the collision. The battery management system needs to control the battery energy distribution unit to cut off power to avoid leakage of the high-voltage circuit of the battery energy distribution unit, thereby reducing the risk of electric shock to the driver.

S450: The battery management system controls the active and passive integrated fuses to cut off power according to the collision signal.

The battery management system provides an excitation power signal to the active and passive integrated fuse Q, so that the built-in gunpowder of the active and passive integrated fuse Q is triggered, thereby exploding the high-voltage circuit of the battery energy distribution unit and disconnecting the high-voltage circuit of the battery energy distribution unit.

S460: The vehicle controller records the collision information and adjusts the state of the vehicle controller to a non-fault state.

The collision accident of the electric vehicle is not serious, which means that the high-voltage circuit of the battery energy distribution unit will not be damaged by the collision of the electric vehicle, and the high-voltage circuit will not leak. The vehicle controller only needs to record the collision information and adjust the state of the vehicle controller to a non-fault state.

In summary, the vehicle controller can judge the severity of the current electric vehicle collision according to the status of the airbag, and then confirm whether the collision accident of the electric vehicle is serious. When it is confirmed that the collision accident of the electric vehicle is serious, the vehicle controller sends a collision signal to the battery management system, so that the battery management system controls the active and passive integrated fuses to quickly cut off the power according to the collision signal, so as to prevent the high-voltage circuit of the battery energy distribution unit from leaking due to the collision and causing electric shock to the driver, thereby improving the safety of the electric system of the electric vehicle to a certain extent.

FIG5 is a flow chart of another battery energy control method provided in an embodiment of the present application. As shown in FIG5 , the method includes the following steps:

S510: The vehicle controller obtains a collision signal and a status of an airbag; wherein the status of an airbag includes a triggered state and a non-triggered state.

S520: The vehicle controller sends a collision signal to the battery management system according to the triggered state, or the vehicle controller records the collision information according to the untriggered state.

S530: The battery management system controls the battery energy distribution unit to cut off power according to the collision signal.

S540: The battery management system detects a voltage difference between the positive and negative electrodes of the battery energy distribution unit.

For example, referring to FIG3 , the positive bus point M and the negative bus point N of the high voltage discharge circuit of the battery energy distribution unit 330 are both connected to the battery management system 320, and the battery management system 320 can detect the voltage of the positive bus point M and the voltage of the negative bus point N, respectively, to obtain the battery energy. The voltage difference between the positive and negative electrodes of the energy distribution unit 330, that is, the voltage difference between the positive and negative electrodes of the battery energy distribution unit 330 = the voltage at point M of the positive bus of the high-voltage discharge circuit - the voltage at point N of the negative bus of the high-voltage discharge circuit.

S550: The battery management system determines the state of the high-voltage circuit of the battery energy distribution unit according to the voltage difference between the positive and negative electrodes.

If the voltage difference between the positive and negative poles of the battery energy distribution unit is small, it can be determined that the battery management system's control of cutting off the power of the battery energy distribution unit according to the collision signal is effective, and the high-voltage circuit of the battery energy distribution unit is open; if the voltage difference between the positive and negative poles of the battery energy distribution unit is large, it can be determined that the battery management system's control of cutting off the power of the battery energy distribution unit according to the collision signal is invalid, and the high-voltage circuit of the battery energy distribution unit is open.

S560: The battery management system controls the relay of the battery energy distribution unit to disconnect according to the state of the high-voltage circuit.

From the perspective of circuit power-off safety, the battery management system needs to control the relay disconnection of the battery energy distribution unit in different sequences or in different ways according to the state of the high-voltage circuit of the battery energy distribution unit.

For example, the high-voltage circuit of the battery energy distribution unit is ineffective when it is powered off. The high-voltage circuit is a pathway, and the relay on the negative line of the high-voltage circuit needs to be disconnected first to ensure the safety of the relay power failure. If the relay on the positive line of the high-voltage circuit is disconnected first, since the voltage transmitted by the positive line of the high-voltage circuit is too high, the relay on the positive line of the high-voltage circuit will generate an arc at the moment of power failure, causing a huge safety hazard. In addition, the high-voltage circuit of the battery energy distribution unit is effectively powered off. The high-voltage circuit is an open circuit, and there is no order requirement for disconnecting the relay of the battery energy distribution unit.

FIG6 is a flow chart of another battery energy control method provided in an embodiment of the present application. As shown in FIG6 , the method includes the following steps:

S610: The vehicle controller obtains a collision signal and an airbag status; wherein the airbag status includes a triggered state and a non-triggered state.

S620: The vehicle controller sends a collision signal to the battery management system according to the triggered state, or the vehicle controller records the collision information according to the untriggered state.

S630: The battery management system controls the battery energy distribution unit to cut off power according to the collision signal.

S640: The battery management system detects a voltage difference between the positive and negative electrodes of the battery energy distribution unit.

S650, the battery management system determines whether the positive and negative voltage difference is less than or equal to the threshold voltage; in response to the judgment result that the positive and negative voltage difference is less than or equal to the threshold voltage, execute S660; in response to the judgment result that the positive and negative voltage difference is greater than the threshold voltage, execute S680.

The threshold voltage is the minimum value of the voltage difference between the positive and negative electrodes of the battery energy distribution unit when the high-voltage circuit of the battery energy distribution unit is turned on.

S660, the high voltage circuit is in a power-off state.

S670: The battery management system controls the main positive relay and the main negative relay of the battery energy distribution unit to be disconnected.

S700, the vehicle controller and the battery management system record the fault information, and adjust the status of the vehicle controller and the battery management system to a fault status.

S680, the state of the high voltage circuit is the on state.

S690: The battery management system controls the main negative relay of the battery energy distribution unit to disconnect, and controls the main positive relay to disconnect after the main negative relay is disconnected.

The battery management system detection action is set after the battery management system provides an excitation power signal to the active and passive integrated fuse Q for a certain period of time (for example, 10ms). The battery management system determines whether the voltage difference between the positive and negative electrodes output by the battery energy distribution unit (for example, point M-point N in Figure 3) is less than or equal to a threshold voltage (for example, 10V).

In addition to the above-mentioned car collision battery energy control, the battery energy distribution unit is also equipped with overload protection, short circuit protection, control circuit on and off, total current and voltage monitoring, insulation monitoring, fuse relay status detection and load pre-charging.

Control circuit on and off: Through the charge and discharge control signals and other protection function (such as current exceeding threshold/temperature exceeding threshold, etc.) signals of the battery management system, the relay of the battery energy distribution unit opens and closes the high-voltage circuit according to the received charge and discharge control signals and other protection function signals.

Overload protection: When the high-voltage circuit current of the battery energy distribution unit exceeds the current threshold preset by the battery management system, the vehicle controller controls the power reduction of the electric vehicle and disconnects the relay of the battery energy distribution unit after the power reduction.

Total current and voltage monitoring: The total current of the high-voltage circuit of the battery energy distribution unit is collected through the Hall current sensor, for example, the total battery voltage and total current between the total positive and negative battery are collected.

Insulation detection: By collecting the insulation resistance between the battery positive and the battery energy distribution unit ground, the high-voltage insulation condition of the battery energy distribution unit is judged. When the insulation resistance is lower than the threshold set by the battery management system, the high-voltage command is executed.

Fuse and relay status detection: By collecting the voltages across multiple relays and active and passive integrated fuses, it is possible to determine whether the active and passive integrated fuses are open circuited and whether the relays are sticky.

High voltage pre-charge: pre-charge the load capacitor.

Short circuit protection: A new type of active and passive integrated fuse is used as the medium for short circuit protection triggering. When a short circuit occurs, the high-voltage circuit can be cut off by an active signal or by a passive current thermal accumulation effect of the fuse.

Figure 7 is a structural schematic diagram of another battery energy control system provided in an embodiment of the present application. As shown in Figure 7, the battery energy control system includes: a vehicle controller 310, configured to obtain a collision signal and the status of an airbag, wherein the status of the airbag includes a triggered state and a non-triggered state, and according to the triggered state, the collision signal is sent to the battery management system 320, or, according to the non-triggered state, the collision information is recorded; the battery management system 320 is configured to control the power-off of the battery energy distribution unit 330 according to the collision signal.

In the embodiment of the present application, the collision signal is obtained by the vehicle controller 310 to obtain the collision information of the current electric vehicle; the state of the airbag is obtained by the vehicle controller 310 to determine the severity of the collision of the current electric vehicle. Among them, the state of the airbag is a triggered state, which can be judged that the current electric vehicle is hit more severely; the state of the airbag is an untriggered state, which can be judged that the current electric vehicle is hit less severely. When the state of the airbag is a triggered state, it means that the collision of the current electric vehicle will threaten the safety of the driver, and the vehicle controller 310 will send the collision signal to the battery management system 320 according to the triggered state. When the state of the airbag is an untriggered state, it means that the collision of the current electric vehicle will not threaten the safety of the driver, and the vehicle controller 310 records the collision information according to the untriggered state. The battery management system 320 controls the battery energy distribution unit 330 to cut off the power according to the collision signal, so that the battery energy distribution unit 330 disconnects the high-voltage circuit of the battery energy distribution unit 330 to avoid leakage of the high-voltage circuit due to damage caused by the collision of the electric vehicle, thereby reducing the risk of electric shock to the driver.

Optionally, the battery energy control system 320 also includes an airbag. The airbag is configured to: obtain a collision signal; determine whether the collision signal is greater than the airbag triggering threshold; if the collision signal is greater than the airbag triggering threshold, the airbag is in a triggered state; if the collision signal is less than or equal to the airbag triggering threshold, the airbag is in a non-triggered state; and send the airbag state to the vehicle controller 310.

Optionally, before the vehicle controller 310 sends a collision signal to the battery management system 320 or records collision information based on the triggering state of the airbag, or before the vehicle controller 310 records collision information based on the untriggered state, the vehicle controller 310 is also configured to adjust the state of the vehicle controller 310 to a fault state.

Optionally, the vehicle controller 310 sends a collision signal to the battery management system 320 according to the triggered state, or the vehicle controller 310 records the collision information according to the untriggered state, including: determining whether the state of the airbag is a triggered state; if the state of the airbag is a triggered state, sending the collision signal to the battery management system 320; if the state of the airbag is an untriggered state, recording the collision information and adjusting the state of the vehicle controller to a non-fault state.

Optionally, the battery energy distribution unit 330 includes an active and passive integrated fuse; a battery management system 320 is connected to the active and passive integrated fuses.

The battery management system 320 controls the battery energy distribution unit 330 to be powered off according to the collision signal, including: controlling the active and passive integrated fuses to be powered off according to the collision signal.

Optionally, after the battery management system 320 controls the battery energy distribution unit 330 to cut off power according to the collision signal, the battery management system 320 is also configured to: detect the voltage difference between the positive and negative electrodes of the battery energy distribution unit 330; determine the state of the high-voltage circuit of the battery energy distribution unit 330 according to the voltage difference between the positive and negative electrodes; and control the relay of the battery energy distribution unit 330 to disconnect according to the state of the high-voltage circuit.

Optionally, the battery management system 320 determines the high-voltage circuit state of the battery energy distribution unit 330 based on the positive and negative voltage difference, including: judging whether the positive and negative voltage difference is less than or equal to a threshold voltage; if the positive and negative voltage difference is less than or equal to the threshold voltage, the state of the high-voltage circuit is a power-off state; if the positive and negative voltage difference is greater than the threshold voltage, the state of the high-voltage circuit is a power-on state.

Optionally, the relay of the battery energy distribution unit 330 includes a main positive relay and a main negative relay. The battery management system 320 controls the relay of the battery energy distribution unit to disconnect, including: if the state of the high-voltage circuit is a power-off state, then controlling the main positive relay and the main negative relay of the battery energy distribution unit 330 to disconnect; if the state of the high-voltage circuit is a conducting state, then controlling the main negative relay of the battery energy distribution unit 330 to disconnect, and controlling the main positive relay to disconnect after the main negative relay is disconnected.

Optionally, after the battery management system 320 controls the relay of the battery energy distribution unit 330 to disconnect, the vehicle controller 310 and the battery management system 320 are also configured to record fault information and adjust the state of the vehicle controller 310 and the state of the battery management system 320 to be a fault state.

The vehicle collision battery energy control device provided in the embodiment of the present application can execute the battery energy control method provided in any embodiment of the present application, and has the corresponding functional modules and effects for executing the method.

It should be understood that the various forms of processes shown above can be used to reorder, add or delete steps. For example, the multiple steps recorded in this application can be executed in parallel, sequentially or in different orders, as long as the expected results of the technical solution of this application can be achieved, and this document is not limited here.

Claims

A battery energy control method, comprising:

The vehicle controller obtains the collision signal and the state of the airbag; wherein the state of the airbag includes a triggered state and a non-triggered state;

The vehicle controller sends the collision signal to a battery management system according to the trigger state, or the vehicle controller records the collision information according to the non-trigger state;

The battery management system controls the battery energy distribution unit to cut off power according to the collision signal.
The battery energy control method according to claim 1, before the vehicle controller obtains the collision signal and the status of the airbag, further comprises:

The airbag obtains the collision signal;

The airbag determines whether the collision signal is greater than an airbag triggering threshold;

In response to a determination that the collision signal is greater than an airbag triggering threshold, determining that the state of the airbag is the triggering state;

In response to a determination result that the collision signal is less than or equal to an airbag triggering threshold, determining that the state of the airbag is the non-triggered state;

The airbag sends the status of the airbag to the vehicle controller.
The battery energy control method according to claim 1 or 2, before the vehicle controller sends the collision signal to the battery management system according to the trigger state, or before the vehicle controller records the collision information according to the untriggered state, further comprises:

The vehicle controller adjusts the state of the vehicle controller to a fault state.
The battery energy control method according to claim 3, wherein the vehicle controller sends the collision signal to the battery management system according to the trigger state, or the vehicle controller records the collision information according to the untriggered state, including:

The vehicle controller determines whether the state of the airbag is a triggered state;

In response to a judgment result that the state of the airbag is a triggered state, the vehicle controller sends the collision signal to the battery management system;

In response to the judgment result that the state of the safety airbag is an untriggered state, the vehicle controller records the collision information and adjusts the state of the vehicle controller to a non-fault state.
The battery energy control method according to claim 1 or 2, wherein the battery energy distribution unit comprises an active and passive integrated fuse; the battery management system is connected to the active and passive integrated fuse;

The battery management system controls the battery energy distribution unit to cut off power according to the collision signal, including:

The battery management system controls the active and passive integrated fuses to be powered off according to the collision signal.
The battery energy control method according to claim 1 or 2, after the battery management system controls the battery energy distribution unit to cut off power according to the collision signal, further comprising:

The battery management system detects the voltage difference between the positive and negative electrodes of the battery energy distribution unit;

The battery management system determines the state of the high voltage circuit of the battery energy distribution unit according to the positive and negative electrode voltage difference;

The battery management system controls the relay of the battery energy distribution unit to be disconnected according to the state of the high-voltage circuit.
The battery energy control method according to claim 6, wherein the battery management system determines the state of the high-voltage circuit of the battery energy distribution unit according to the positive and negative electrode voltage difference, comprising:

The battery management system determines whether the positive and negative electrode voltage difference is less than or equal to a threshold voltage;

In response to a judgment result that the positive and negative voltage difference is less than or equal to a threshold voltage, determining that the state of the high voltage circuit is a power-off state;

In response to the judgment result that the positive and negative voltage difference is greater than the threshold voltage, the state of the high voltage circuit is determined to be the on state.
The battery energy control method according to claim 7, wherein the relay of the battery energy distribution unit comprises a main positive relay and a main negative relay;

The battery management system controls the relay of the battery energy distribution unit to be disconnected according to the state of the high-voltage circuit, including:

When the state of the high-voltage circuit is the power-off state, the battery management system controls the main positive relay and the main negative relay of the battery energy distribution unit to be disconnected;

When the state of the high-voltage circuit is the on state, the battery management system controls the main negative relay of the battery energy distribution unit to be disconnected, and controls the main positive relay to be disconnected after the main negative relay is disconnected.
The battery energy control method according to claim 6, after the battery management system controls the relay of the battery energy distribution unit to be disconnected, further comprising:

The vehicle controller and the battery management system record the fault information, and adjust the state of the vehicle controller and the state of the battery management system to be a fault state.
A battery energy control system, comprising:

The vehicle controller is configured to: obtain a collision signal and the status of the airbag; wherein the safety The state of the airbag includes a triggered state and a non-triggered state;

According to the trigger state, sending the collision signal to a battery management system, or, according to the non-trigger state, recording collision information;

The battery management system is configured to control the battery energy distribution unit to cut off power according to the collision signal.