CN111452644A - Automobile inversion control system and method and automobile - Google Patents
Automobile inversion control system and method and automobile Download PDFInfo
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- CN111452644A CN111452644A CN202010400609.3A CN202010400609A CN111452644A CN 111452644 A CN111452644 A CN 111452644A CN 202010400609 A CN202010400609 A CN 202010400609A CN 111452644 A CN111452644 A CN 111452644A
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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
- B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
- B60L53/20—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by converters located in the vehicle
- B60L53/22—Constructional details or arrangements of charging converters specially adapted for charging electric 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
- B60L55/00—Arrangements for supplying energy stored within a vehicle to a power network, i.e. vehicle-to-grid [V2G] arrangements
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
- H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
- H02J7/0068—Battery or charger load switching, e.g. concurrent charging and load supply
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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
- Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
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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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- 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
- Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
- Y02T90/10—Technologies relating to charging of electric vehicles
- Y02T90/14—Plug-in electric vehicles
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- Engineering & Computer Science (AREA)
- Power Engineering (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
- Charge And Discharge Circuits For Batteries Or The Like (AREA)
Abstract
The application relates to the field of new energy automobiles, and discloses an automobile inversion control system and method and an automobile. In the automobile inversion control system, when an automobile is charged, the switching device electrically connects the alternating current charging socket with the vehicle control unit, and the alternating current charging socket and the vehicle control unit form a loop; when the inversion function is started, the switching device electrically connects the inversion device with the alternating current charging socket and is disconnected with the vehicle control unit, and the inversion device, the alternating current charging socket and the power supply form a loop. Therefore, the potential value detected by a detection point between the inverter device and the alternating current charging socket cannot meet the standard requirement due to the voltage division of the vehicle control unit. The system aims at the whole vehicle with the ECU for detecting the CP during charging and the ECU for outputting the CP during inversion which are not the same ECU, and can prevent the mutual interference of two CP signals during charging and inversion. The automobile comprises the system, so that the control method can be realized, and the beneficial effects are achieved.
Description
Technical Field
The application relates to the field of new energy automobiles, in particular to an automobile inversion control system and method and an automobile.
Background
The inversion function comprises vehicle-to-vehicle discharging (VTOV inversion function), vehicle-to-row-plug discharging (VTO L inversion function) and vehicle-to-power grid discharging (VTOG inversion function), wherein a VTO L inversion function user can be used for a series of entertainment activities such as picnics, blowing fans, playing and the like during traveling, a VTOV inversion function user can be used for road emergency rescue to solve the problem of urgent user burnish, and the VTOG inversion function user can be used for charging at a low valley period of power consumption and discharging to the power grid at a high peak period of power consumption to earn power charge difference.
However, when the ECU for detecting the CP signal for charging and the ECU for outputting the inverter signal are not the same ECU, the conventional electrical harness connection method may cause the two CP signals to interfere with each other during charging and inverting, thereby causing the failure of the start of the inverter function.
Disclosure of Invention
In order to overcome at least one of the above disadvantages in the prior art, an object of the present application is to provide an inverter control system and method for an automobile, and an automobile.
In a first aspect, an embodiment of the present application provides an automotive inverter control system, which includes a power supply, an inverter device, an ac charging socket, a vehicle control unit, and a switching device;
the vehicle control unit and the alternating current charging socket are connected to one electrode of the power supply, the inverter device is connected to the other electrode of the power supply, and the switching device is configured to selectively electrically connect one of the inverter device or the vehicle control unit with the alternating current charging socket.
In an alternative embodiment, the inverter device is provided with a first switch arranged to selectively disconnect or connect the inverter device from the power source.
In an optional embodiment, the inverter device includes an inverter controller and a first resistor connected in series with the inverter controller, the vehicle controller includes two branches connected in parallel, and a second resistor and a third resistor are respectively disposed on the two branches connected in parallel.
In an optional embodiment, a second switch is further disposed on the branch where the second resistor is located, and the second switch is configured to selectively disconnect or connect the branch where the second resistor is located.
In an alternative embodiment, the first resistance is 1000 ohms, the second resistance is 1300 ohms, and the third resistance is 2740 ohms.
In an alternative embodiment, the switching device is a relay.
In an alternative embodiment, the power source is a 12V dc battery.
In an alternative embodiment, the ac charging socket is provided with an electronic lock for locking the discharging gun or the charging gun to the ac charging socket.
In a second aspect, an embodiment of the present application provides an automotive inverter control method, which is applied to the automotive inverter control system in any one of the foregoing embodiments, and the control method includes:
when the inversion function is started, the switching device is controlled to connect the inversion device with the alternating current charging socket;
when the automobile is charged, the control switching device connects the vehicle controller with the alternating current charging socket.
In a third aspect, an embodiment of the present application provides an automobile, including the automobile inverter control system in any one of the foregoing embodiments.
Compared with the prior art, the method has the following beneficial effects:
in the automotive inverter control system provided by the embodiment of the application, the vehicle control unit and the ac charging socket are connected to one electrode of the power supply, the inverter device is connected to the other electrode of the power supply, and the switching device is configured to selectively electrically connect one of the inverter device or the vehicle control unit with the ac charging socket. The control method comprises the following steps: when the automobile is charged, the switching device electrically connects the alternating current charging socket with the vehicle controller, and the alternating current charging socket and the vehicle controller form a loop; when the inversion function is started, the switching device electrically connects the inversion device with the alternating current charging socket and is disconnected with the vehicle control unit, and the inversion device, the alternating current charging socket and the power supply form a loop. Therefore, the potential value detected at the detection point between the inverter device and the alternating current charging socket cannot meet the standard requirement (is smaller than the standard) due to the voltage division of the vehicle control unit. Therefore, the vehicle inverter control system provided by the embodiment of the application can prevent the mutual interference of two CP signals during charging and inverting aiming at the whole vehicle with the ECU for detecting the CP during charging and the ECU for outputting the CP during inverting which are not the same ECU. The automobile provided by the embodiment of the application comprises the control system, so that the control method can be realized, and the beneficial effects are achieved.
Drawings
In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings that are required to be used in the embodiments will be briefly described below, it should be understood that the following drawings only illustrate some embodiments of the present application and therefore should not be considered as limiting the scope, and for those skilled in the art, other related drawings can be obtained from the drawings without inventive effort.
FIG. 1 is a schematic diagram of an electrical harness connection of a conventional automotive inverter control system;
FIG. 2 is a block diagram of an automobile according to an embodiment of the present application;
FIG. 3 is an electrical schematic diagram of an automotive inverter control system according to an embodiment of the present application;
FIG. 4 is a flowchart illustrating an inversion initialization mode control process (national standard discharge gun) according to an embodiment of the present application;
FIG. 5 is a flow chart of the control of the inversion initial mode (non-national standard discharge gun) according to an embodiment of the present application;
FIG. 6 is a flowchart illustrating control of the VTOV inversion mode according to an embodiment of the present application;
fig. 7 to 10 are schematic diagrams illustrating interfaces of the human-computer interaction device in the VTOV inversion mode according to an embodiment of the present application.
Icon: 100-a power supply; 200-a vehicle control unit; 210-a second resistance; 220-a second switch; 230-a third resistance; 240-diode; 300-an inverter device; 310-a first switch; 320-an inverter controller; 330-a third switch; 340-a first resistance; 400-ac charging socket; 500-a switching device; 600-a human-computer interaction device; 700-a power distribution unit; 800-power management system.
Detailed Description
In order to make the objects, technical solutions and advantages of the embodiments of the present application clearer, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application, and it is obvious that the described embodiments are some embodiments of the present application, but not all embodiments. The components of the embodiments of the present application, generally described and illustrated in the figures herein, can be arranged and designed in a wide variety of different configurations.
Thus, the following detailed description of the embodiments of the present application, presented in the accompanying drawings, is not intended to limit the scope of the claimed application, but is merely representative of selected embodiments of the application. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present application.
It should be noted that: like reference numbers and letters refer to like items in the following figures, and thus, once an item is defined in one figure, it need not be further defined and explained in subsequent figures.
In the description of the present application, it is further noted that, unless expressly stated or limited otherwise, the terms "disposed," "mounted," "connected," and "connected" are to be construed broadly, e.g., as meaning either a fixed connection, a removable connection, or an integral connection; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meaning of the above terms in the present application can be understood in a specific case by those of ordinary skill in the art.
Fig. 1 is a schematic diagram of an electrical harness connection of a conventional automotive inverter control system. In the prior art, if the ECU for detecting the CP signal and the ECU for outputting the inverted signal are not the same ECU, the conventional connection manner of the electrical harness is shown in fig. 1, in which the resistance of R1 is 1000 ohms, the resistance of R2 is 1300 ohms, and the resistance of R3 is 2740 ohms. In the electric wire harness connection mode, the S1 switch is disconnected during charging, and the voltage amplitude and the duty ratio of a CP signal detected by a Vehicle Control Unit (VCU) of a vehicle are completely not interfered at the moment, so that the electric wire harness connection mode meets the requirements of design and standard. However, when VTOV (vehicle-to-vehicle) is inverted, the switch S1 is closed, the switch S2 is open, and due to voltage division of R3 in the VCU, when the switch S2 of the vehicle to be charged is not closed (the vehicle to be charged is connected to the ac charging outlet, and when the vehicle is standing on the power supply vehicle, the resistance value of the ac charging outlet is equal to the resistance value of the VCU of the vehicle to be charged, i.e., R3), the CP signal duty ratio at the detection point a is normal, but the amplitude is V-12/(R1 + R3/2) · R1 is 6.94V. Actually, according to GB/T18487.1-2015 part 1, the electric vehicle is transferred to a charging system: the general requirement, the CP signal amplitude of the detection point A should be about 9V at this time; when a switch of a charged vehicle S2 is closed, the CP signal at detection point a has a normal duty cycle, but has a magnitude of V ═ (R3// R2// R3)/[ (R3// R2// R3) + R1] × 12 ═ 4.80V, and actually reaches charging system part 1 according to GB/T18487.1-2015: the general requirement "indicates that the CP signal amplitude at the detection point a should be about 6V. At this time, due to the CP signal abnormality, the switch S2 of the vehicle to be charged cannot be closed, and the VTOV inverter function cannot be turned on.
Based on this, the embodiment of the application provides an automobile inversion control system, method and automobile, and the VCU is selectively connected to or disconnected from the control circuit by arranging the switching device, so that the potential detected at the detection point A is prevented from being low due to voltage division of the VCU in the inversion process, and the normal starting of the VTOV inversion function is ensured.
Fig. 2 is a block diagram of an automobile according to an embodiment of the present application. As shown in fig. 2, the automobile includes a vehicle control unit 200, a human-computer interaction device 600, a power management system 800(BMS), a power distribution unit 700(PDU), an inverter device 300, and an ac charging socket 400. The human-computer interaction device 600, the power management system 800(BMS), the power distribution unit 700(PDU) and the ac charging socket 400 are electrically connected to the vehicle control unit 200, and the power management system 800, the power distribution unit 700, the inverter device 300 and the ac charging socket 400 are electrically connected in sequence. In this embodiment, the ac charging socket 400 is provided with an electronic lock, and the electronic lock is used to lock the discharging gun or the charging gun on the ac charging socket 400, and the vehicle control unit 200 may determine whether the charging gun or the discharging gun is plugged according to whether the electronic lock is in an unlocked state or a locked state.
Fig. 3 is an electrical schematic diagram of an automotive inverter control system according to an embodiment of the present disclosure. As shown in fig. 3, the inverter control system of the vehicle according to the embodiment of the present disclosure includes a power supply 100, an inverter device 300, an ac charging socket 400, a vehicle control unit 200, and a switching device 500. The inverter device 300 is connected to the positive electrode of the power source 100, the vehicle control unit 200 and the ac charging socket 400 are both connected to the negative electrode of the power source 100, the inverter device 300, the vehicle control unit 200 and the ac charging socket 400 are connected by the switching device 500, and the switching device 500 is configured to selectively electrically connect one of the inverter device 300 or the vehicle control unit 200 to the ac charging socket 400.
In the present embodiment, the inverter device 300 is provided with a first switch 310, and the first switch 310 is configured to selectively disconnect or connect the inverter device 300 from the power source 100. The inverter device 300 further includes an inverter controller 320 and a first resistor 340 connected in series with the inverter controller 320. Optionally, the first resistor 340 has a resistance of 1000 ohms. As shown, the inverter 300 further includes a third switch 330, and the third switch 330 is a single-pole double-throw switch. When the VTOV inverter function needs to be turned on, the first switch 310 is closed, and the third switch 330 jumps to the PWM signal state. The inverter controller 320 shown in fig. 3 may be a VTOV inverter controller.
The vehicle control unit 200(VCU) includes two parallel branches, and a second resistor 210 and a third resistor 230 are respectively disposed on the two parallel branches. In this embodiment, the resistance of the second resistor 210 is 1300 ohms, and the resistance of the third resistor 230 is 2740 ohms. A second switch 220 is further disposed on the branch where the second resistor 210 is located, and the second switch 220 is configured to selectively disconnect or connect the branch where the second resistor 210 is located. The vehicle control unit 200 in this embodiment further includes a diode 240.
In the present embodiment, the switching device 500 is a relay, and the switching device 500 may controllably connect the terminal T1 with the terminal T2, or connect the terminal T1 with the terminal T3.
In the present embodiment, the power source 100 is a 12V dc battery. The human-computer interaction device 600 may include a touch screen, a DVD, etc., and is mainly used for receiving instructions from a user or displaying information to the user. The inverter device 300 may be a bidirectional OBC (on-board bidirectional charger) or an inverter.
In the above electrical connection mode, when the vehicle is charged, the first switch 310 is turned off, and the CP signal voltage amplitude and the duty cycle detected by the vehicle VCU are completely undisturbed, so as to meet the design and standard requirements. When the VTOV is inverted, the first switch 310 is closed, the second switch 220 is opened, and due to R3 resistance voltage division in the VCU, when the second switch 220 of the vehicle to be charged is not closed, the CP signal duty ratio at the detection point a is normal, and the amplitude is V-12V R1/(R1+ R3) 8.79V, which can basically satisfy GB/T18487.1-2015 "electric vehicle transfer to charging system part 1: general requirements. Wherein R1 and R3 are resistance values of the first resistor 340 and the third resistor 230 (belonging to the charged vehicle), respectively, the charged vehicle is assumed to have the same inverter control system, and the two vehicles are connected through the ac charging socket 400.
When the second switch 220 of the charged vehicle is closed, the duty cycle of the CP signal at the detection point a is normal, and the amplitude is V ═ (R2// R3)/[ (R2// R3) + R1] × 12V ═ 5.62V (where R2// R3 represents the resistance value after the R2 and R3 are connected in parallel), which may also meet the requirement. The VTOV inverter function can be smoothly turned on.
The automobile inverter control method provided by the embodiment of the application comprises the following steps: when the inverter function is turned on, the switching device 500 is controlled to connect the inverter device 300 with the ac charging socket 400; when the vehicle is charged, the control switching device 500 connects the vehicle control unit 200 to the ac charging inlet 400.
Specifically, the automobile inverter control method provided by the embodiment of the application comprises two different control flows for a national standard discharging gun and a non-national standard discharging gun. FIG. 4 is a flowchart illustrating an inversion initialization mode control process (national standard discharge gun) according to an embodiment of the present application; fig. 5 is a flowchart illustrating control of the inversion initial mode (non-national standard discharge gun) according to an embodiment of the present application.
As shown in fig. 4, when the inverter 300 is in the sleep state, when it is detected that the resistance value of the CC signal is RC and the electronic lock at the ac charging socket 400 is switched from unlocking to locking, the VCU determines whether the inverter signal sent by the human-computer interaction device 600 is received, if so, the VCU determines whether the received inverter signal is a VTO L inverter signal, if so, the VTO L inverter mode control flow is entered, if not, the received inverter signal is a VTOV inverter signal, if so, the VTOV inverter mode control flow is entered, and if not, the VTOG inverter mode control flow is entered.
Of course, if it is determined that the inversion signal is not received when it is determined that the inversion signal is received from the human-computer interaction device 600, the inverter device 300 may be controlled to enter the operating mode, the condition determination may be continued in this mode, and when a preset condition is satisfied, the VTO L, the VTOV, or the VTOG mode may be determined to be entered.
Referring to fig. 5 again, when the inverter 300 is in the sleep state when the non-national standard discharging gun is in the sleep state, when it is detected that the resistance value of the CC signal is RC and the electronic lock at the ac charging socket 400 is switched from unlocking to locking, the VCU determines which mode to enter according to the type of the discharging gun, for example, the discharging gun is a discharging gun of which mode is determined according to the difference of the resistance value RC of the discharging gun, as shown in fig. 5, the VCU first determines whether the discharging gun is a VTO L inverter mode discharging gun, if so, enters a VTO L inverter mode control flow, if not, determines whether the discharging gun is a VTOV inverter mode discharging gun, if so, the VTOV inverter mode control flow is advanced, if not, determines whether the discharging gun is a VTOG inverter mode discharging gun, if so, enters a VTOG inverter mode control flow, if not, determines whether the discharging gun is a charging mode gun (charging gun) and optionally sends an error prompt.
The control flow after entering the VTO L, VTOV and VTOG inversion mode or the charging mode may refer to a method in the prior art, which is exemplified by the VTOV inversion mode, fig. 6 is a control flow chart of the VTOV inversion mode in an embodiment of the present application, referring to fig. 6, after entering the VTOV inversion mode control flow, it is first determined whether an inverter 300 wake-up condition is satisfied, if so, the VCU wakes up the inverter 300, and the wake-up condition may include that the inverter 300 has no wake-up fault, the inverter 300 has no communication loss recoverable fault, the inverter 300 has no recoverable fault, and the vehicle speed is not greater than 5 km/h.
After the VCU executes the operation of waking up the inverter 300, it is determined whether the inverter 300 is woken up within a preset time (for example, 3 seconds), if yes, it is determined whether a fault exists in the self-test result of the inverter 300, and if the inverter 300 is started and the self-test has no fault, it means that the inverter 300 can normally implement the inverter function. If the inverter device 300 is not awakened within 3 seconds, it means that the inverter device 300 is awakened to have a fault, and then whether to disconnect the power battery high-voltage main relay can be determined according to the situation.
If the inverter device 300 fails in the self-test, whether to turn off the power battery high-voltage main relay may be determined according to circumstances. After the self-checking is passed, whether the BMS is awakened, if so, whether the high-voltage main relay of the power battery is closed, if so, whether the inversion condition is met is judged, and if the inversion condition is met, the inversion device 300 starts to work. The inversion condition is satisfied as follows: the voltage of the input end of the inverter device 300 is 200-450 Vdc, the duty ratio of the discharging CP signal is 10-90%, and the voltage value of the discharging CP within 5min is about 6V. In the above steps, if the BMS is not awakened, the VCU awakens the BMS again, and if the BMS is not awakened successfully, the BMS is considered to be abnormally awakened; if the main high-voltage relay of the power battery is not closed, the power battery can be pre-charged with high voltage according to the VCU high voltage, if the pre-charging is completed, whether the inversion condition is met or not is continuously judged, and if the pre-charging fails, whether the BMS needs to be dormant or not can be determined according to the actual condition of the whole vehicle.
After the inverter device 300 starts to work, the state of the whole vehicle is continuously monitored, whether a stop condition is met or not is judged, and if the stop condition is met, the inverter device 300 is controlled to stop working. The satisfaction of the stop condition may be satisfaction of any one of the following:
1) the resistance value of the CC signal is half connected or not connected;
2) the power battery is not in a dischargeable state (the electric quantity is insufficient or a set cut-off electric quantity is reached);
3) the human-computer interaction device 600 sends an inversion stopping signal;
4) the maximum power supply current corresponding to the discharge CP duty ratio is not more than 20A, and the actual output current exceeds the maximum power supply current by more than 2A and is kept for more than 5 seconds; or the maximum power supply current corresponding to the discharge CP duty ratio is larger than 20A, and the actual output current exceeds 1.1 times of the maximum power supply current and is kept for more than 5 seconds;
5) the voltage value of the inverted CP signal obviously deviates from the requirement (about 6V);
6) the electronic lock is in an unlocking state;
7) t-box (telematics BOX) sends a stop inversion instruction;
8) an unrecoverable failure of the inverter device 300 occurs;
9) the speed of the whole vehicle is more than 5 km/h;
10) other situations occur where the discharge needs to be terminated.
After the inverter device 300 is controlled to stop operating (the operating control command of the inverter device 300 is 0), whether the high-voltage main relay of the power battery needs to be disconnected or not and whether the BMS needs to be dormant or not can be judged according to the condition of the whole vehicle. When the VCU detects that the inverter 300 jumps from the operating state to the shutdown state, the low-voltage power-on control of the inverter 300 is 0, the inverter operating mode control is 0, and the inverter 300 enters the sleep mode.
The specific control method after entering the control flow of the VTO L and the VTOG inversion mode can also refer to the VTOV and make corresponding changes.
Fig. 7 to 10 are schematic interface diagrams of the human-computer interaction device 600 in the VTOV inversion mode according to an embodiment of the present application. The following describes the operation procedure of the VTOV inversion mode in the case of using the international discharge gun. In the present embodiment, the human-computer interaction device 600 includes a touch screen.
1) Connecting a discharging gun;
2) the VCU detects the connection of the discharging gun and wakes up the human-computer interaction device 600;
3) the user clicks the discharging operation under the control interface, and the human-computer interaction device 600 enters the interface of fig. 7;
4) the user selects the corresponding mode, and the human-computer interaction device 600 enters the interface of fig. 8;
5) the user selects the corresponding mode, and the human-computer interaction device 600 enters the interface of fig. 9;
if the 'cut-off SOC' is selected under the interface of FIG. 6, the interface of FIG. 10 is entered;
clicking on "ok" proceeds to the interface of fig. 9.
When the cutoff SOC is set up under the interface of FIG. 10 but the 'OK' switch is not clicked, the setting is invalid, and the cutoff SOC value is defaulted to the cutoff SOC value set by the user at the last moment. Here, SOC refers to a State of Charge (State of Charge) of the power battery, i.e., a remaining battery capacity.
If the 'cancel' is selected, the discharge is actively cancelled for the user, the central control sends a signal for stopping inversion, and meanwhile, the central control returns to the main interface;
at this time, the interface of fig. 9 can be entered by selecting the "discharge setting" switch on the mobile phone APP, and then the operational steps of the mobile phone APP are the same as those of the human-computer interaction device 600;
6) the VCU sends a corresponding wake-up signal to the inverter 300, and wakes up the BMS at the same time;
7) the electronic lock is locked, the inverter device 300 finishes self-checking without fault, the power battery is in a dischargeable state, the whole vehicle has no other faults affecting the inversion function, the speed of the whole vehicle is not more than 5km/h, the first switch 310 in the figure 3 is closed, meanwhile, the third switch 330 jumps to a PWM signal state, and then the VCU controls the power battery to be pre-charged with high voltage;
8) completing the pre-charging of the power battery with high voltage, and starting inversion;
9) the method comprises the following steps that a stopping condition set by a user is met (for example, the cut-off SOC reaches a limit value or the mobile phone APP remotely terminates discharging) or the whole vehicle is in fault (an electronic lock is unlocked, or the vehicle speed of the whole vehicle is more than 5km/h, the VCU or the power battery or the inverter device 300 is in unrecoverable fault, or the resistance value of a CC signal is half connected or not connected), and inversion is terminated;
10) the VCU sends an inversion stopping instruction to the inverter 300, the inverter 300 stops outputting, and the first switch 310 in fig. 3 is turned off;
11) the current of the alternating current end of the inverter 300 is less than 1A, and the electronic lock is unlocked;
12) the user pulls out the discharging gun, and the inversion is finished.
The following specifically describes the operation flow of the VTOV inversion mode under the condition of adopting a non-international discharge gun:
1) the discharge gun is connected (at the moment, the VCU can judge which inversion mode needs to be entered according to different RC resistance values in the discharge gun, the RC resistance values of different discharge guns do not need to be selected intentionally under the situation, as long as the vehicle can identify different inversion modes and cannot interfere with alternating current charging, for example, the RC resistance value under the single-phase VTO L inversion mode is 300 +/-3% omega, the RC resistance value under the single-phase VTOV inversion mode is 500 +/-3% omega, the RC resistance value under the single-phase VTOG inversion mode is 800 +/-3% omega, the RC resistance value under the three-phase VTO L inversion mode is 1000 +/-3% omega, the RC resistance value under the three-phase VTOV inversion mode is 1200 +/-3% omega, and the RC resistance value under the three-phase VTOG inversion mode is 2000 +/-3% omega);
2) the VCU detects the connection of the discharging guns, sends different wake-up signals to the inverter device 300 according to different charging guns, and wakes up the human-computer interaction device 600 and the BMS;
at this time, the user can select the discharge switch under the control interface on the human-computer interaction device 600 to enter the interface of fig. 9; if the 'cut-off SOC' is selected under the interface of FIG. 9, the interface of FIG. 10 is entered; clicking on "ok" proceeds to the interface of fig. 9.
When the cutoff SOC is set up under the interface of FIG. 10 but the 'OK' switch is not clicked, the setting is invalid, and the cutoff SOC value is defaulted to the cutoff SOC value set by the user at the last moment.
If the 'cancel' is selected, the discharge is actively cancelled for the user, the central control sends a signal for stopping inversion, and meanwhile, the central control returns to the main interface;
at this time, the interface of fig. 9 can be entered by selecting the "discharge setting" switch on the mobile phone APP, and then the operational steps of the mobile phone APP are the same as those of the human-computer interaction device 600;
3) the electronic lock is locked, the inverter device 300 finishes self-checking without fault, the power battery is in a dischargeable state, the whole vehicle has no other faults affecting the inversion function, the speed of the whole vehicle is not more than 5km/h, in the VTOV inversion mode, the inverter device 300 needs to close the first switch 310 in the figure 3 when receiving the VTOV inversion signal, and meanwhile, the third switch 330 jumps to a PWM signal state; then the VCU controls the power battery to be pre-charged with high voltage;
4) completing the pre-charging of the power battery with high voltage, and starting inversion;
5) the method comprises the following steps that a stopping condition set by a user is met (for example, the cut-off SOC reaches a limit value or the mobile phone APP remotely terminates discharging) or the whole vehicle is in fault (an electronic lock is unlocked, or the vehicle speed of the whole vehicle is more than 5km/h, the VCU or the inverter device 300 or the inverter is in unrecoverable fault, or the resistance value of a CC signal is half connected or not connected), and inversion is terminated;
6) the VCU sends an inversion stopping instruction to the inverter 300, the inverter 300 stops outputting, and the first switch 310 in fig. 3 is turned off;
7) the current of the alternating current end of the inverter 300 is less than 1A, and the electronic lock is unlocked;
8) the user pulls out the discharging gun, and the inversion is finished.
The above description is only for various embodiments of the present application, but the scope of the present application is not limited thereto, and any person skilled in the art can easily conceive of changes or substitutions within the technical scope of the present application, and all such changes or substitutions are included in the scope of the present application. Therefore, the protection scope of the present application shall be subject to the protection scope of the claims.
Claims (10)
1. An automobile inversion control system is characterized by comprising a power supply, an inversion device, an alternating current charging socket, a vehicle control unit and a switching device;
the vehicle control unit and the ac charging socket are connected to one electrode of the power supply, the inverter device is connected to the other electrode of the power supply, and the switching device is configured to selectively electrically connect one of the inverter device or the vehicle control unit to the ac charging socket.
2. The automotive inverter control system of claim 1, wherein the inverter device is provided with a first switch configured to selectively disconnect or connect the inverter device from the power source.
3. The automotive inverter control system according to claim 1, wherein the inverter device comprises an inverter controller and a first resistor connected in series with the inverter controller, the vehicle controller comprises two branches connected in parallel, and a second resistor and a third resistor are respectively disposed on the two branches connected in parallel.
4. The automotive inverter control system according to claim 3, wherein a second switch is further disposed on the branch where the second resistor is located, and the second switch is configured to selectively disconnect or connect the branch where the second resistor is located.
5. The vehicle inverter control system according to claim 4, wherein the first resistor is 1000 ohms, the second resistor is 1300 ohms, and the third resistor is 2740 ohms.
6. The vehicle inverter control system according to claim 1, wherein the switching device is a relay.
7. The vehicle inverter control system according to claim 1, wherein the power source is a 12V dc battery.
8. The vehicle inverter control system according to claim 1, wherein the ac charging socket is provided with an electronic lock for locking a discharging gun or a charging gun to the ac charging socket.
9. An automobile inverter control method applied to the automobile inverter control system according to any one of claims 1 to 8, the control method comprising:
when the inversion function is started, controlling the switching device to connect the inversion device with the alternating current charging socket;
and when the automobile is charged, controlling the switching device to connect the vehicle control unit with the alternating-current charging socket.
10. An automobile characterized by comprising the automobile inverter control system according to any one of claims 1 to 8.
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| CN202010400609.3A CN111452644A (en) | 2020-05-13 | 2020-05-13 | Automobile inversion control system and method and automobile |
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