CN107662499B - Pure electric vehicle complete vehicle fault power-off control method and system - Google Patents
Pure electric vehicle complete vehicle fault power-off control method and system Download PDFInfo
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- CN107662499B CN107662499B CN201610604820.0A CN201610604820A CN107662499B CN 107662499 B CN107662499 B CN 107662499B CN 201610604820 A CN201610604820 A CN 201610604820A CN 107662499 B CN107662499 B CN 107662499B
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
- B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2200/00—Type of vehicles
- B60L2200/24—Personal mobility vehicles
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/40—Drive Train control parameters
- B60L2240/54—Drive Train control parameters related to batteries
- B60L2240/547—Voltage
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2260/00—Operating Modes
- B60L2260/40—Control modes
- B60L2260/44—Control modes by parameter estimation
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/70—Energy storage systems for electromobility, e.g. batteries
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/72—Electric energy management in electromobility
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- Sustainable Energy (AREA)
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- Mechanical Engineering (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
- Charge And Discharge Circuits For Batteries Or The Like (AREA)
Abstract
The invention provides a pure electric vehicle complete vehicle fault power-off control method and a pure electric vehicle complete vehicle fault power-off control system, wherein the pure electric vehicle comprises a complete vehicle controller, a motor controller and a battery management system, and the method comprises the following steps: after the whole vehicle is electrified at high voltage, detecting whether the vehicle has a fault; if the vehicle has a fault, further judging the level of the fault; and controlling the vehicle to enter a corresponding power-off mode according to the fault level. The invention can adopt a reasonable power-off processing mechanism aiming at faults of different levels, thereby improving the reliability and safety of the pure electric vehicle in the power-off process, further improving the driving safety and simultaneously facilitating troubleshooting.
Description
Technical Field
The invention relates to the technical field of new energy, in particular to a pure electric vehicle fault power-off control method and system.
Background
Energy crisis and environmental pollution make traditional vehicles face increasingly serious challenges, new energy vehicles become the trend of current and future development, and pure electric vehicles occupy an important position in new energy vehicles. The pure electric automobile has short development time, immature technology, insufficient accumulated design experience and no unified design standard, so that the design modes adopted by different vehicles are different, the fault handling mechanism is not perfect, the voltage of a power supply battery adopted by the pure electric automobile is higher and is generally more than 300V, if a fault which endangers human bodies and vehicle safety occurs, a correct handling mechanism is not adopted, and great risk is brought to the vehicle and the human body safety.
The existing pure electric automobile is not perfect in processing mechanism after the fault occurs, and does not perform targeted processing on the faults with different hazard levels, for example, sometimes when the fault harms the whole automobile and the personal safety, the high voltage electricity cannot be discharged too timely, sometimes the frequent high voltage electricity discharge after the slight fault occurs causes trouble to a driver, so that the reliability and the safety of the electricity discharging process cannot be guaranteed, the driving safety cannot be guaranteed, and the troubleshooting of technical personnel is not facilitated after the fault occurs.
Disclosure of Invention
In view of this, the invention aims to provide a pure electric vehicle complete vehicle fault power-off control method, which can adopt a reasonable power-off processing mechanism aiming at faults of different levels, so that the reliability and the safety of the pure electric vehicle power-off process are improved, the driving safety is further improved, and meanwhile, fault troubleshooting is facilitated.
In order to achieve the purpose, the technical scheme of the invention is realized as follows:
the pure electric vehicle comprises a vehicle controller, a motor controller and a battery management system, and the method comprises the following steps: after the whole vehicle is electrified at high voltage, detecting whether the vehicle has a fault; if the vehicle has a fault, further judging the level of the fault; and controlling the vehicle to enter a corresponding power-off mode according to the fault level.
Further, the levels of the fault include a first level to a fourth level, the power-down modes include a first power-down mode, a second power-down mode, a third power-down mode, and a fourth power-down mode, wherein if the fault is a fault of the first level, the vehicle is controlled to enter the first power-down mode; if the fault is a fault of a second level, controlling the vehicle to enter a second power-down mode; if the fault is a fault of a third grade, controlling the vehicle to enter a third power-off mode; and if the fault is a fourth-level fault, controlling the vehicle to enter a fourth power-down mode.
Further, in the first power-down mode, keeping the vehicle running normally, keeping a high-voltage power-on command sent to the battery management system by the vehicle control unit so that the battery management system keeps a high-voltage power-on state, and keeping a high-voltage electric operation command sent to the motor controller so that the motor controller keeps the high-voltage electric operation state, and lighting a first type fault lamp; in the second power-off mode, the vehicle control unit keeps a high-voltage power-on command sent to the battery management system to keep the battery management system in a high-voltage power-on state, and keeps a high-voltage power-on command sent to the motor controller to keep the motor controller in the high-voltage power-on state, limits the output power of the vehicle to make the vehicle speed lower than a preset vehicle speed, and lights the first type fault lamp and the power-down indicator lamp of the vehicle; in the third power-off mode, forbidding the vehicle to run, sending a motor enable removing instruction to the motor controller by the vehicle controller so as to enable the motor controller to control the motor to exit the motor enable mode, keeping a high-voltage power-on instruction sent to the battery management system so as to enable the battery management system to keep a high-voltage power-on state, controlling the direct current/direct current converter to normally work so as to supply power to low-voltage electric appliances of the vehicle, lighting a second type fault lamp and controlling a READY lamp of the vehicle to flash; and in the fourth power-off mode, prohibiting the vehicle from running, sending a motor enable removing instruction to the motor controller by the vehicle controller, so that the motor controller controls the motor to exit the motor enable mode, controlling the direct current/direct current converter to stop working, and sending a high-voltage power-off instruction to the battery management system when receiving a non-working state instruction fed back by the direct current/direct current converter or not receiving the non-working state instruction fed back by the direct current/direct current converter within a first preset time, so that the battery management system disconnects a main positive contactor and a main negative contactor of a power battery, performs high-voltage power-off, lights the second type fault lamp, and extinguishes the READY lamp.
Further, still include: in the third power-off mode, if the vehicle control unit does not receive enabling and disabling information fed back by the motor controller within a second preset time after sending a motor enabling and disabling instruction to the motor controller, the vehicle control unit sends a high-voltage power-off instruction to the battery management system; the battery management system disconnects a main positive contactor and a main negative contactor of the power battery according to the high-voltage power-off instruction, and feeds back contactor disconnection information to the vehicle control unit; and the vehicle control unit extinguishes the READY lamp after receiving the contactor disconnection information.
Further, still include: in the fourth power-down mode, if the fault is detected by the battery management system, the battery management system feeds back fault information of the fault to the vehicle control unit; the battery management system judges whether a high-voltage power-off instruction sent by the whole vehicle controller is received within a third preset time; if not, the battery management system disconnects the main positive contactor and the main negative contactor.
Compared with the prior art, the electric control method for the pure electric vehicle under the condition of the whole vehicle fault has the following advantages:
the electric control method for the complete vehicle fault of the pure electric vehicle can grade the faults occurring in the power-on and power-off processes, and adopts a reasonable power-off processing mechanism according to the faults of different grades, for example, when the fault is the fault of a first grade, the vehicle is controlled to enter a first power-off mode, when the fault is the fault of a second grade, the vehicle is controlled to enter a second power-off mode, when the fault is the fault of a third grade, the vehicle is controlled to enter a third power-off mode, and when the fault is the fault of a fourth grade, the vehicle is controlled to enter a fourth power-off mode, so that the reliability and the safety of the power-off process of the pure electric vehicle are improved, the driving safety is improved, and meanwhile, fault troubleshooting is facilitated.
The invention also aims to provide a complete electric vehicle fault power-off control system of the pure electric vehicle, which can adopt a reasonable power-off processing mechanism aiming at faults of different levels, thereby improving the reliability and safety of the pure electric vehicle in the power-off process, further improving the driving safety and facilitating fault troubleshooting.
In order to achieve the purpose, the technical scheme of the invention is realized as follows:
the utility model provides an electric control system under pure electric vehicles's whole car trouble, electric vehicles includes whole car controller, machine controller and battery management system, the system includes: the fault detection module is used for detecting whether the vehicle has a fault or not after the whole vehicle is electrified at high voltage; the judging module is used for judging the grade of the fault if the vehicle has the fault; and the control module is used for controlling the vehicle to enter a corresponding power-off mode according to the grade of the fault.
Further, the levels of the fault include a first level to a fourth level, the power-down modes include a first power-down mode, a second power-down mode, a third power-down mode, and a fourth power-down mode, wherein if the fault is a fault of the first level, the vehicle is controlled to enter the first power-down mode; if the fault is a fault of a second level, controlling the vehicle to enter a second power-down mode; if the fault is a fault of a third grade, controlling the vehicle to enter a third power-off mode; and if the fault is a fourth-level fault, controlling the vehicle to enter a fourth power-down mode.
Further, in the first power-down mode, keeping the vehicle running normally, keeping a high-voltage power-on command sent to the battery management system by the vehicle control unit so that the battery management system keeps a high-voltage power-on state, and keeping a high-voltage electric operation command sent to the motor controller so that the motor controller keeps the high-voltage electric operation state, and lighting a first type fault lamp; in the second power-off mode, the vehicle control unit keeps a high-voltage power-on command sent to the battery management system to keep the battery management system in a high-voltage power-on state, and keeps a high-voltage power-on command sent to the motor controller to keep the motor controller in the high-voltage power-on state, limits the output power of the vehicle to make the vehicle speed lower than a preset vehicle speed, and lights the first type fault lamp and the power-down indicator lamp of the vehicle; in the third power-off mode, forbidding the vehicle to run, sending a motor enable removing instruction to the motor controller by the vehicle controller so as to enable the motor controller to control the motor to exit the motor enable mode, keeping a high-voltage power-on instruction sent to the battery management system so as to enable the battery management system to keep a high-voltage power-on state, controlling the direct current/direct current converter to normally work so as to supply power to low-voltage electric appliances of the vehicle, lighting a second type fault lamp and controlling a READY lamp of the vehicle to flash; and in the fourth power-off mode, prohibiting the vehicle from running, sending a motor enable removing instruction to the motor controller by the vehicle controller, so that the motor controller controls the motor to exit the motor enable mode, controlling the direct current/direct current converter to stop working, and sending a high-voltage power-off instruction to the battery management system when receiving a non-working state instruction fed back by the direct current/direct current converter or not receiving the non-working state instruction fed back by the direct current/direct current converter within a first preset time, so that the battery management system disconnects a main positive contactor and a main negative contactor of a power battery, performs high-voltage power-off, lights the second type fault lamp, and extinguishes the READY lamp.
Further, in the third powering-down mode, if the vehicle control unit does not receive enabling removing information fed back by the motor controller within a second preset time after sending a motor enabling removing instruction to the motor controller, the vehicle control unit sends a high-voltage powering-down instruction to the battery management system; the battery management system disconnects a main positive contactor and a main negative contactor of the power battery according to the high-voltage power-off instruction, and feeds back contactor disconnection information to the vehicle control unit; and the vehicle control unit extinguishes the READY lamp after receiving the contactor disconnection information.
Further, in the fourth power-down mode, if the fault is detected by the battery management system, the battery management system feeds back fault information of the fault to the vehicle controller, and determines whether a high-voltage power-down instruction sent by the vehicle controller is received within a third preset time; if not, the battery management system disconnects the main positive contactor and the main negative contactor.
Compared with the prior art, the pure electric vehicle complete vehicle fault electric control system and the pure electric vehicle complete vehicle fault electric control method have the same advantages, and are not repeated herein.
Drawings
The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate an embodiment of the invention and, together with the description, serve to explain the invention and not to limit the invention. In the drawings:
FIG. 1 is a flowchart of an electric control method for a pure electric vehicle under a vehicle fault according to an embodiment of the invention; and
fig. 2 is a structural block diagram of an electric control system of a pure electric vehicle in a complete vehicle fault condition according to an embodiment of the invention.
Description of reference numerals:
the device comprises a 100-pure electric vehicle complete vehicle fault power-off control system, a 110-fault detection module, a 120-judgment module and a 130-control module.
Detailed Description
It should be noted that the embodiments and features of the embodiments may be combined with each other without conflict.
The present invention will be described in detail below with reference to the embodiments with reference to the attached drawings.
Fig. 1 is a flowchart of an electric control method for a pure electric vehicle under a vehicle fault according to an embodiment of the invention.
The pure electric vehicle in the embodiment of the present invention includes, for example, a Vehicle Control Unit (VCU), a Motor Control Unit (MCU), and a Battery Management System (BMS). The vehicle control unit is the core of a vehicle control system and is a central part for managing the safe operation of the vehicle. The vehicle control unit receives data transmitted by the sensor and a driver operation instruction, processes the data according to a control strategy, sends the control instruction to control units such as a motor controller and a battery management system, and monitors the running state of the vehicle in real time. And braking energy feedback control is performed in the braking process of the electric automobile, so that the driving range of the pure electric automobile is improved. The battery management system is used for managing batteries so as to maintain a better state, stably work and supply power to various electric appliances. The battery management system detects the voltage, the current, the temperature and the like of the battery at any time, simultaneously carries out leakage detection, thermal management, battery balance management, alarm reminding and the like, calculates the residual capacity and the discharge power, reports the SOC & SOH state, and carries out real-time communication with a vehicle controller, a motor controller and the like through a CAN bus interface. Where soc (state of charge) represents a battery state of charge, and soh (section of health) represents a battery capacity, a health level, and a performance state. The motor controller should be able to respond to a torque command sent by the vehicle controller, control the motor to drive the vehicle in an electric mode, and perform energy recovery during coasting or braking. The vehicle control unit, the motor controller and the battery management system are communicated through the CAN.
As shown in fig. 1, the electric control method for the pure electric vehicle under the condition of the vehicle fault in the embodiment of the invention comprises the following steps:
step S1: and after the whole vehicle is electrified at high voltage, detecting whether the vehicle has a fault.
Step S2: and if the vehicle has a fault, further judging the level of the fault. For example, after a fault is detected, the hazard level of the fault is determined based on the fault information of the fault, and the grade of the fault is determined based on the hazard level.
Step S3: and controlling the vehicle to enter a corresponding power-off mode according to the fault level.
In one embodiment of the invention, the levels of the fault include, for example, a first level to a fourth level, and the corresponding power down modes include, for example, a first power down mode, a second power down mode, a third power down mode, and a fourth power down mode, wherein,
if the fault is a fault of a first grade, controlling the vehicle to enter a first power-down mode; if the fault is a fault of a second level, controlling the vehicle to enter a second power-down mode; if the fault is a fault of a third grade, controlling the vehicle to enter a third power-off mode; and controlling the vehicle to enter a fourth power-down mode if the fault is a fourth level fault.
For example, the first level of faults are minor faults, which are hardly harmful to the entire vehicle and the driver, such as faults of short circuit to low voltage power supply, short circuit to ground, or open circuit, of some sensors, relays, and the like.
The second level of failure is a general failure, which may cause a danger in a case where the vehicle is running at a high speed, such as an abnormality in the accelerator pedal signal.
The third level of failure is a critical failure, which may be dangerous when the vehicle continues to run, such as a situation where the 5V supply voltage of the sensor is too high or too low.
The fourth level of faults are very serious faults, and the faults are faults which can cause harm to the safety of the vehicle and the human body at any time no matter the vehicle is in a running or static state, such as the faults of collision, high-voltage interlocking and the like.
Specifically, in the first power-down mode, the vehicle controller keeps the vehicle running normally, keeps the high-voltage power-up command sent to the battery management system to keep the battery management system in the high-voltage power-up state, and keeps the high-voltage electric operation command sent to the motor controller to keep the motor controller in the high-voltage electric operation state, and lights the first type fault lamp. Wherein the first type of fault or the like is for example a yellow system fault lamp. In other words, when a first level of fault (minor fault) occurs, the yellow system fault lamp is turned on to indicate to the driver that normal driving is possible, while the VCU continues to maintain the high voltage power-on command sent to the BMS and requests the MCU to continue to maintain the high voltage electrical operating state.
In the second power-off mode, the vehicle control unit keeps the high-voltage power-on instruction sent to the battery management system so that the battery management system keeps a high-voltage power-on state, and keeps the high-voltage power-on instruction sent to the motor controller so that the motor controller keeps the high-voltage power-on state, limits the output power of the vehicle so that the vehicle speed is lower than the preset vehicle speed, and lights the first type fault lamp and the power reduction indicator lamp of the vehicle. In other words, when a second level fault (general fault) occurs, the yellow system fault lamp and the power down indicator lamp are turned on to prompt the driver, and meanwhile, the VCU continues to maintain the high voltage power-on command sent to the BMS and requests the MCU to continue to maintain the high voltage electric operating state, but the VCU limits the output power of the vehicle so that the vehicle speed is lower than the preset vehicle speed, i.e., the vehicle can continue to run, but only can keep running at a low speed.
And in the third power-off mode, forbidding the vehicle from running, sending a motor enable removing instruction to the motor controller by the vehicle controller so as to enable the motor controller to control the motor to exit the motor enable mode, keeping a high-voltage power-on instruction sent to the battery management system so as to enable the battery management system to keep a high-voltage power-on state, controlling the direct current/direct current converter to normally work so as to supply power to low-voltage electric appliances of the vehicle, lightening the second type fault lamp and controlling the READY lamp of the vehicle to flicker. Wherein the second type of fault lamp is, for example, a red system fault lamp. In other words, when a failure of the third level (serious failure) occurs, the red system failure lamp is lit, and the READY lamp of the vehicle is blinked to prompt the driver to prohibit the vehicle from traveling. Meanwhile, the VCU sends a motor enable release instruction to the motor controller so as to enable the motor to exit an enable mode, keeps a high-voltage power-on instruction sent to the BMS, and continuously controls a DC/DC converter (Direct Current-Direct Current converter) to work so as to convert high-voltage power into low-voltage power and supply power to low-voltage electric devices of the whole vehicle. At this point the vehicle is not already being driven, but some high-pressure accessories such as air conditioners may still be in operation.
The direct current/direct current converter (DC/DC converter) can convert high-voltage (rated 336V/DC) direct current of the power battery into low-voltage direct current electric energy, provides a power supply for a low-voltage network, meets the requirements of low-voltage electric devices of the whole vehicle, and charges a lead-acid storage battery if necessary, thereby realizing the dynamic balance of low-voltage charging and discharging of the whole vehicle.
Further, in a third power-off mode, if the vehicle control unit does not receive enabling and disabling information fed back by the motor controller within a first preset time after sending a motor enabling and disabling instruction to the motor controller, the vehicle control unit sends a high-voltage power-off instruction to the battery management system; the battery management system disconnects a main positive contactor and a main negative contactor of the power battery according to the high-voltage power-off instruction, and feeds back contactor disconnection information to the vehicle control unit; and after receiving the contactor disconnection information, the vehicle control unit extinguishes the READY lamp. The first preset time may be calibrated according to actual requirements, and in this example, is 3 seconds, for example. In other words, even if the VCU does not receive MCU feedback to disable after sending a motor disable command 3S (first preset time) requesting the MCU to disable, the VCU sends a high-voltage power-down command to the BMS, and turns off the READY light after receiving feedback information that the main positive and negative contactors of the high-voltage battery are both turned off and the BMS feedbacks.
And in the fourth power-off mode, forbidding the vehicle from running, sending a motor enable removing instruction to the motor controller by the vehicle controller so as to enable the motor controller to control the motor to exit the motor enable mode, controlling the direct current/direct current converter to stop working, and sending a high-voltage power-off instruction to the battery management system when receiving a non-working state instruction fed back by the direct current/direct current converter or not receiving the non-working state instruction fed back by the direct current/direct current converter within a second preset time so as to enable the battery management system to disconnect a main positive contactor and a main negative contactor of the power battery, carry out high-voltage power-off, light a second type fault lamp and extinguish the READY lamp. The second preset time may be calibrated according to actual requirements, and in this example, is 2 seconds, for example. In other words, when a failure of the fourth level (a very serious failure) occurs, the red system failure lamp is turned on, and the READY lamp is turned off to prompt the driver to prohibit driving. Meanwhile, the VCU sends a motor enable release command to the motor controller and a stop command to the DC/DC converter to stop the DC/DC converter. When the DC/DC converter feedback is received to enter the non-working state or the DC/DC converter feedback is not received within 2 seconds (second preset time) after the DC/DC converter feedback is sent to the DC/DC converter from the VCU, the VCU sends a high-voltage power-down instruction to the BMS, and the BMS is instructed to disconnect the main positive contactor and the main negative contactor of the high-voltage storage battery so as to carry out high-voltage power-down.
Further, in the fourth power-down mode, if the fault is detected by the battery management system, the battery management system feeds back fault information of the fault to the vehicle control unit; the battery management system judges whether a high-voltage power-off instruction sent by the vehicle control unit is received within a third preset time; if not, the battery management system disconnects the main positive contactor and the main negative contactor. In other words, if the fault is detected by the BMS, the BMS feeds back the fault to the VCU, and the BMS should autonomously control the opening of the main positive and negative high voltage contactors when the high voltage power-down command transmitted from the VCU is not received within 5 seconds (third preset time).
It should be noted that the precondition of the power-down processing mechanism in each power-down mode described in the above embodiments of the present invention is that the entire vehicle has a high voltage.
In conclusion, the pure electric vehicle complete vehicle fault power-off control method provided by the invention makes a clear design for faults affecting power-on and power-off functions in the power-on and power-off process and a processing mechanism, and adopts different processing measures aiming at different levels of faults, so that timely high voltage can be ensured after the faults damaging the complete vehicle and personal safety occur, and the trouble caused by frequent high voltage generation after slight faults occur to customers is avoided. For example, a slight fault does not affect high-voltage electrification, a general fault can maintain high voltage but can limit the vehicle speed, a serious fault can maintain high voltage but cannot allow a vehicle to run, a very serious fault prohibits the vehicle from running, and high voltage electrification is prohibited, so that the personal safety is guaranteed. In addition, in order to avoid fault misjudgment caused by unstable signals, a certain time delay is added in the fault judgment of the VCU.
On the other hand, the method has strong platform applicability, the VCU, the MCU and the BMS are the most important three controllers in the pure electric vehicle system, the power-on and power-off processes of other controllers can be added on the basis of the method aiming at different vehicle types, if the hardware is updated, the calibration can be carried out according to the characteristics of new hardware, a main program does not need to be changed greatly, and a main framework does not need to be changed.
According to the electric control method for the complete vehicle fault of the pure electric vehicle, the faults occurring in the power-on and power-off processes can be classified in a grading mode, and a reasonable power-off processing mechanism is adopted according to the faults of different grades, for example, when the faults are the faults of the first grade, the vehicle is controlled to enter the first power-off mode, when the faults are the faults of the second grade, the vehicle is controlled to enter the second power-off mode, when the faults are the faults of the third grade, the vehicle is controlled to enter the third power-off mode, and when the faults are the faults of the fourth grade, the vehicle is controlled to enter the fourth power-off mode, so that the reliability and the safety of the power-off process of the pure electric vehicle are improved, the driving safety is improved, and meanwhile fault troubleshooting is facilitated.
Further, as shown in fig. 2, an embodiment of the present invention discloses an electric control system 100 for a pure electric vehicle under a vehicle fault, including: a fault detection module 110, a determination module 120, and a control module 130.
The fault detection module 110 is configured to detect whether a vehicle has a fault after the whole vehicle is powered on at a high voltage.
The determining module 120 is used for determining the level of the fault if the vehicle has the fault. For example, after a fault is detected, the hazard level of the fault is determined based on the fault information of the fault, and the grade of the fault is determined based on the hazard level.
The control module 130 is configured to control the vehicle to enter a corresponding power down mode based on the level of the fault.
In one embodiment of the invention, the levels of the fault include, for example, a first level to a fourth level, and the corresponding power down modes include, for example, a first power down mode, a second power down mode, a third power down mode, and a fourth power down mode, wherein,
if the fault is a fault of a first grade, controlling the vehicle to enter a first power-down mode; if the fault is a fault of a second level, controlling the vehicle to enter a second power-down mode; if the fault is a fault of a third grade, controlling the vehicle to enter a third power-off mode; and controlling the vehicle to enter a fourth power-down mode if the fault is a fourth level fault.
For example, the first level of faults are minor faults, which are hardly harmful to the entire vehicle and the driver, such as faults of short circuit to low voltage power supply, short circuit to ground, or open circuit, of some sensors, relays, and the like.
The second level of failure is a general failure, which may cause a danger in a case where the vehicle is running at a high speed, such as an abnormality in the accelerator pedal signal.
The third level of failure is a critical failure, which may be dangerous when the vehicle continues to run, such as a situation where the 5V supply voltage of the sensor is too high or too low.
The fourth level of faults are very serious faults, and the faults are faults which can cause harm to the safety of the vehicle and the human body at any time no matter the vehicle is in a running or static state, such as the faults of collision, high-voltage interlocking and the like.
Specifically, in the first power-down mode, the vehicle controller keeps the vehicle running normally, keeps the high-voltage power-up command sent to the battery management system to keep the battery management system in the high-voltage power-up state, and keeps the high-voltage electric operation command sent to the motor controller to keep the motor controller in the high-voltage electric operation state, and lights the first type fault lamp. Wherein the first type of fault or the like is for example a yellow system fault lamp. In other words, when a first level of fault (minor fault) occurs, the yellow system fault lamp is turned on to indicate to the driver that normal driving is possible, while the VCU continues to maintain the high voltage power-on command sent to the BMS and requests the MCU to continue to maintain the high voltage electrical operating state.
In the second power-off mode, the vehicle control unit keeps the high-voltage power-on instruction sent to the battery management system so that the battery management system keeps a high-voltage power-on state, and keeps the high-voltage power-on instruction sent to the motor controller so that the motor controller keeps the high-voltage power-on state, limits the output power of the vehicle so that the vehicle speed is lower than the preset vehicle speed, and lights the first type fault lamp and the power reduction indicator lamp of the vehicle. In other words, when a second level fault (general fault) occurs, the yellow system fault lamp and the power down indicator lamp are turned on to prompt the driver, and meanwhile, the VCU continues to maintain the high voltage power-on command sent to the BMS and requests the MCU to continue to maintain the high voltage electric operating state, but the VCU limits the output power of the vehicle so that the vehicle speed is lower than the preset vehicle speed, i.e., the vehicle can continue to run, but only can keep running at a low speed.
And in the third power-off mode, forbidding the vehicle from running, sending a motor enable removing instruction to the motor controller by the vehicle controller so as to enable the motor controller to control the motor to exit the motor enable mode, keeping a high-voltage power-on instruction sent to the battery management system so as to enable the battery management system to keep a high-voltage power-on state, controlling the direct current/direct current converter to normally work so as to supply power to low-voltage electric appliances of the vehicle, lightening the second type fault lamp and controlling the READY lamp of the vehicle to flicker. Wherein the second type of fault lamp is, for example, a red system fault lamp. In other words, when a failure of the third level (serious failure) occurs, the red system failure lamp is lit, and the READY lamp of the vehicle is blinked to prompt the driver to prohibit the vehicle from traveling. Meanwhile, the VCU sends a motor enable removing instruction to the motor controller so as to enable the motor to exit an enable mode, keeps a high-voltage power-on instruction sent to the BMS, and simultaneously continuously controls the DC/DC converter to work so as to convert high-voltage power into low-voltage power to supply power to low-voltage power-using devices of the whole vehicle. At this point the vehicle is not already being driven, but some high-pressure accessories such as air conditioners may still be in operation.
The direct current/direct current converter (DC/DC converter) can convert high-voltage (rated 336V/DC) direct current of the power battery into low-voltage direct current electric energy, provides a power supply for a low-voltage network, meets the requirements of low-voltage electric devices of the whole vehicle, and charges a lead-acid storage battery if necessary, thereby realizing the dynamic balance of low-voltage charging and discharging of the whole vehicle.
Further, in a third power-off mode, if the vehicle control unit does not receive enabling and disabling information fed back by the motor controller within a first preset time after sending a motor enabling and disabling instruction to the motor controller, the vehicle control unit sends a high-voltage power-off instruction to the battery management system; the battery management system disconnects a main positive contactor and a main negative contactor of the power battery according to the high-voltage power-off instruction, and feeds back contactor disconnection information to the vehicle control unit; and after receiving the contactor disconnection information, the vehicle control unit extinguishes the READY lamp. The first preset time may be calibrated according to actual requirements, and in this example, is 3 seconds, for example. In other words, even if the VCU does not receive MCU feedback to disable after sending a motor disable command 3S (first preset time) requesting the MCU to disable, the VCU sends a high-voltage power-down command to the BMS, and turns off the READY light after receiving feedback information that the main positive and negative contactors of the high-voltage battery are both turned off and the BMS feedbacks.
And in the fourth power-off mode, forbidding the vehicle from running, sending a motor enable removing instruction to the motor controller by the vehicle controller so as to enable the motor controller to control the motor to exit the motor enable mode, controlling the direct current/direct current converter to stop working, and sending a high-voltage power-off instruction to the battery management system when receiving a non-working state instruction fed back by the direct current/direct current converter or not receiving the non-working state instruction fed back by the direct current/direct current converter within a second preset time so as to enable the battery management system to disconnect a main positive contactor and a main negative contactor of the power battery, carry out high-voltage power-off, light a second type fault lamp and extinguish the READY lamp. The second preset time may be calibrated according to actual requirements, and in this example, is 2 seconds, for example. In other words, when a failure of the fourth level (a very serious failure) occurs, the red system failure lamp is turned on, and the READY lamp is turned off to prompt the driver to prohibit driving. Meanwhile, the VCU sends a motor enable release command to the motor controller and a stop command to the DC/DC converter to stop the DC/DC converter. When the DC/DC converter feedback is received to enter the non-working state or the DC/DC converter feedback is not received within 2 seconds (second preset time) after the DC/DC converter feedback is sent to the DC/DC converter from the VCU, the VCU sends a high-voltage power-down instruction to the BMS, and the BMS is instructed to disconnect the main positive contactor and the main negative contactor of the high-voltage storage battery so as to carry out high-voltage power-down.
Further, in the fourth power-down mode, if the fault is detected by the battery management system, the battery management system feeds back fault information of the fault to the vehicle control unit; the battery management system judges whether a high-voltage power-off instruction sent by the vehicle control unit is received within a third preset time; if not, the battery management system disconnects the main positive contactor and the main negative contactor. In other words, if the fault is detected by the BMS, the BMS feeds back the fault to the VCU, and the BMS should autonomously control the opening of the main positive and negative high voltage contactors when the high voltage power-down command transmitted from the VCU is not received within 5 seconds (third preset time).
It should be noted that the precondition of the power-down processing mechanism in each power-down mode described in the above embodiments of the present invention is that the entire vehicle has a high voltage.
In summary, according to the electric control system for complete vehicle failure of the pure electric vehicle in the embodiment of the present invention, the failures occurring in the power-on and power-off processes can be classified in a hierarchical manner, and a reasonable power-off processing mechanism can be adopted according to the failures of different levels, for example, when the failure is a failure of a first level, the vehicle is controlled to enter a first power-off mode, when the failure is a failure of a second level, the vehicle is controlled to enter a second power-off mode, when the failure is a failure of a third level, the vehicle is controlled to enter a third power-off mode, and when the failure is a failure of a fourth level, the vehicle is controlled to enter a fourth power-off mode, so that the reliability and the safety of the power-off process of the pure electric vehicle are improved, the driving safety is improved, and meanwhile, the failure troubleshooting.
It should be noted that a specific implementation manner of the electric control system under complete vehicle fault of the pure electric vehicle in the embodiment of the present invention is similar to a specific implementation manner of the electric control method under complete vehicle fault of the pure electric vehicle in the embodiment of the present invention, and reference is specifically made to the description of the method portion, and details are not described here in order to reduce redundancy.
The above description is only for the purpose of illustrating the preferred embodiments of the present invention and is not to be construed as limiting the invention, and any modifications, equivalents, improvements and the like that fall within the spirit and principle of the present invention are intended to be included therein.
Claims (6)
1. The pure electric vehicle is characterized by comprising a vehicle controller, a motor controller and a battery management system, and the method comprises the following steps:
after the whole vehicle is electrified at high voltage, detecting whether the vehicle has a fault;
if the vehicle has a fault, further judging the level of the fault;
controlling the vehicle to enter a corresponding power-down mode according to the level of the fault, wherein,
the levels of the fault include a first level to a fourth level, the power down modes include a first power down mode, a second power down mode, a third power down mode, and a fourth power down mode, wherein,
if the fault is a fault of a first grade, controlling the vehicle to enter a first power-down mode;
if the fault is a fault of a second level, controlling the vehicle to enter a second power-down mode;
if the fault is a fault of a third grade, controlling the vehicle to enter a third power-off mode;
if the fault is a fourth-level fault, controlling the vehicle to enter a fourth power-off mode;
in the first power-down mode, keeping a vehicle running normally, keeping a high-voltage power-on command sent to the battery management system by the vehicle control unit so that the battery management system keeps a high-voltage power-on state, keeping a high-voltage electric operation command sent to the motor controller so that the motor controller keeps the high-voltage electric operation state, and lighting a first type fault lamp;
in the second power-off mode, the vehicle control unit keeps a high-voltage power-on command sent to the battery management system to keep the battery management system in a high-voltage power-on state, and keeps a high-voltage power-on command sent to the motor controller to keep the motor controller in the high-voltage power-on state, limits the output power of the vehicle to make the vehicle speed lower than a preset vehicle speed, and lights the first type fault lamp and the power-down indicator lamp of the vehicle;
in the third power-off mode, forbidding the vehicle to run, sending a motor enable removing instruction to the motor controller by the vehicle controller so as to enable the motor controller to control the motor to exit the motor enable mode, keeping a high-voltage power-on instruction sent to the battery management system so as to enable the battery management system to keep a high-voltage power-on state, controlling the direct current/direct current converter to normally work so as to supply power to low-voltage electric appliances of the vehicle, lighting a second type fault lamp and controlling a READY lamp of the vehicle to flash;
and in the fourth power-off mode, prohibiting the vehicle from running, sending a motor enable removing instruction to the motor controller by the vehicle controller, so that the motor controller controls the motor to exit the motor enable mode, controlling the direct current/direct current converter to stop working, and sending a high-voltage power-off instruction to the battery management system when receiving a non-working state instruction fed back by the direct current/direct current converter or not receiving the non-working state instruction fed back by the direct current/direct current converter within a first preset time, so that the battery management system disconnects a main positive contactor and a main negative contactor of a power battery, performs high-voltage power-off, lights the second type fault lamp, and extinguishes the READY lamp.
2. The electric vehicle fault power-off control method for the pure electric vehicle according to claim 1, characterized by further comprising:
in the third power-off mode, if the vehicle control unit does not receive enabling and disabling information fed back by the motor controller within a second preset time after sending a motor enabling and disabling instruction to the motor controller, the vehicle control unit sends a high-voltage power-off instruction to the battery management system;
the battery management system disconnects a main positive contactor and a main negative contactor of the power battery according to the high-voltage power-off instruction, and feeds back contactor disconnection information to the vehicle control unit;
and the vehicle control unit extinguishes the READY lamp after receiving the contactor disconnection information.
3. The electric vehicle fault power-off control method for the pure electric vehicle according to claim 1, characterized by further comprising:
in the fourth power-down mode, if the fault is detected by the battery management system, the battery management system feeds back fault information of the fault to the vehicle control unit;
the battery management system judges whether a high-voltage power-off instruction sent by the whole vehicle controller is received within a third preset time;
if not, the battery management system disconnects the main positive contactor and the main negative contactor.
4. The utility model provides an electric control system under pure electric vehicles's whole car trouble, a serial communication port, electric vehicles includes whole car controller, machine controller and battery management system, the system includes:
the fault detection module is used for detecting whether the vehicle has a fault or not after the whole vehicle is electrified at high voltage;
the judging module is used for judging the grade of the fault if the vehicle has the fault;
a control module for controlling a vehicle to enter a corresponding power down mode based on a level of the fault, wherein,
the levels of the fault include a first level to a fourth level, the power down modes include a first power down mode, a second power down mode, a third power down mode, and a fourth power down mode, wherein,
if the fault is a fault of a first grade, controlling the vehicle to enter a first power-down mode;
if the fault is a fault of a second level, controlling the vehicle to enter a second power-down mode;
if the fault is a fault of a third grade, controlling the vehicle to enter a third power-off mode;
if the fault is a fourth-level fault, controlling the vehicle to enter a fourth power-off mode;
in the first power-down mode, keeping a vehicle running normally, keeping a high-voltage power-on command sent to the battery management system by the vehicle control unit so that the battery management system keeps a high-voltage power-on state, keeping a high-voltage electric operation command sent to the motor controller so that the motor controller keeps the high-voltage electric operation state, and lighting a first type fault lamp;
in the second power-off mode, the vehicle control unit keeps a high-voltage power-on command sent to the battery management system to keep the battery management system in a high-voltage power-on state, and keeps a high-voltage power-on command sent to the motor controller to keep the motor controller in the high-voltage power-on state, limits the output power of the vehicle to make the vehicle speed lower than a preset vehicle speed, and lights the first type fault lamp and the power-down indicator lamp of the vehicle;
in the third power-off mode, forbidding the vehicle to run, sending a motor enable removing instruction to the motor controller by the vehicle controller so as to enable the motor controller to control the motor to exit the motor enable mode, keeping a high-voltage power-on instruction sent to the battery management system so as to enable the battery management system to keep a high-voltage power-on state, controlling the direct current/direct current converter to normally work so as to supply power to low-voltage electric appliances of the vehicle, lighting a second type fault lamp and controlling a READY lamp of the vehicle to flash;
and in the fourth power-off mode, prohibiting the vehicle from running, sending a motor enable removing instruction to the motor controller by the vehicle controller, so that the motor controller controls the motor to exit the motor enable mode, controlling the direct current/direct current converter to stop working, and sending a high-voltage power-off instruction to the battery management system when receiving a non-working state instruction fed back by the direct current/direct current converter or not receiving the non-working state instruction fed back by the direct current/direct current converter within a first preset time, so that the battery management system disconnects a main positive contactor and a main negative contactor of a power battery, performs high-voltage power-off, lights the second type fault lamp, and extinguishes the READY lamp.
5. The electric vehicle complete vehicle fault power-off control system of the pure electric vehicle of claim 4,
in the third power-off mode, if the vehicle control unit does not receive enabling and disabling information fed back by the motor controller within a second preset time after sending a motor enabling and disabling instruction to the motor controller, the vehicle control unit sends a high-voltage power-off instruction to the battery management system;
the battery management system disconnects a main positive contactor and a main negative contactor of the power battery according to the high-voltage power-off instruction, and feeds back contactor disconnection information to the vehicle control unit;
and the vehicle control unit extinguishes the READY lamp after receiving the contactor disconnection information.
6. The electric vehicle complete vehicle fault power-off control system of the pure electric vehicle of claim 4,
in the fourth power-off mode, if the fault is detected by the battery management system, the battery management system feeds back fault information of the fault to the vehicle controller, and judges whether a high-voltage power-off instruction sent by the vehicle controller is received within a third preset time;
if not, the battery management system disconnects the main positive contactor and the main negative contactor.
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