CN111923735A - High-low voltage power-on and power-off control method for pure electric vehicle - Google Patents
High-low voltage power-on and power-off control method for pure electric vehicle Download PDFInfo
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- CN111923735A CN111923735A CN202010811668.XA CN202010811668A CN111923735A CN 111923735 A CN111923735 A CN 111923735A CN 202010811668 A CN202010811668 A CN 202010811668A CN 111923735 A CN111923735 A CN 111923735A
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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
- B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
- B60L3/0069—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to the isolation, e.g. ground fault or leak current
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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
- B60L1/00—Supplying electric power to auxiliary equipment of 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
- B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
- B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
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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
- B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
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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
- B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
- B60L3/0084—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to control modules
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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
- B60L3/04—Cutting off the power supply under fault conditions
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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
- B60L2240/42—Drive Train control parameters related to electric machines
- B60L2240/423—Torque
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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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- Life Sciences & Earth Sciences (AREA)
- Sustainable Development (AREA)
- Sustainable Energy (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
The invention relates to a high-low voltage power-on and power-off control method for a pure electric vehicle, which comprises low-voltage power-on, high-voltage power-on, normal power-off and emergency power-off.
Description
Technical Field
The invention belongs to the technical field of electric automobiles, and particularly relates to a high-low voltage power-on and power-off control method for a pure electric automobile.
Background
With the increasing global energy shortage and environmental pollution problems, pure electric vehicles have great development potential under the background of the state supporting new energy vehicles energetically. The vehicle control unit is one of the very important parts, and whether the vehicle control unit is good or not is closely related to the quality of the overall performance of the vehicle.
The pure electric vehicle is used as a new energy vehicle, energy of the pure electric vehicle comes from a power battery, and a power-on and power-off control method of the pure electric vehicle is greatly different from that of a traditional vehicle. Therefore, it is necessary to develop an effective power-on and power-off control strategy for the whole vehicle to realize the optimal management of the power battery system. In the existing high-voltage and low-voltage power-on and power-off control method of the new energy automobile, the whole automobile controller VCU controls high-voltage power-on and power-off and low-voltage power-on and power-off in real time and dynamically controls the high-voltage and low-voltage running states of all high-voltage loads according to the state of a key switch, so that the high-voltage and low-voltage power-on and power-off time sequence of the whole automobile is ensured.
However, the existing high-low voltage power-on and power-off control method of the new energy automobile still has many defects. The conditions of high-voltage insulation failure, electric leakage, short circuit and the like can occur in the using process of the vehicle, so that the vehicle is abnormal or even dangerous, the vehicle cannot be normally used, and the safety of a driver can be damaged in serious cases. Therefore, it is necessary to establish a suitable high-low voltage power-on and power-off control method.
Disclosure of Invention
The invention aims to provide a full-vehicle high-low voltage power-on and power-off control method of a pure electric vehicle aiming at the defects in the prior art so as to solve the danger caused by the conditions of high-voltage insulation failure, electric leakage, short circuit and the like in the using process of the vehicle.
The technical solution of the invention is as follows: a high-low voltage power-on and power-off control method for a pure electric vehicle comprises low-voltage power-on, high-voltage power-on, normal power-off and emergency power-off, and comprises the following specific steps,
s1, the key switch is switched from an OFF gear to an ON gear, and the detection of a rising edge signal by the ON gear is the main basis for low-voltage electrification;
s2, enabling part of low-voltage accessories after detecting a rising edge signal of an ON gear of a key signal, and carrying out self-checking ON main communication components in the pure electric vehicle;
s3, in the self-checking process, judging whether the vehicle has faults or not, if yes, carrying out fault processing, if not, detecting a pre-charging process, if not, entering a vehicle starting state, and if so, carrying out a pre-charging fault processing step;
s4, after the low-voltage electrification is finished, and after a key signal START gear pulse signal is received, high-voltage electrification is carried out;
s5, the VCU wakes up the motor controller through CAN communication;
s6, the vehicle control unit VCU carries out self-checking on the motor controller, and if no fault exists, the high-voltage component is enabled;
s7, after the high-voltage component is enabled, checking whether the high-voltage component has a fault, if so, performing high-voltage fault processing, and if not, entering a vehicle preparation stage;
s8, when the vehicle without fault needs to be powered down, the power-down behavior of the vehicle can be triggered by the falling edge signal of the ON gear;
s9, when the vehicle is powered off, the vehicle needs to be ensured to keep a static state or an absolute low-speed state, and then the torque of the motor is cleared and the high-voltage accessories are in standby;
s10, after the high-voltage main relay is switched off, the capacitive load at the end of the controller is also provided with high voltage, the motor controller needs to be actively discharged, and the voltage is reduced to a safe value;
s11, enabling each subsystem to enter a standby sleep state, powering off the MCU and the BMS after a period of time delay, and enabling the vehicle to be in a closed state;
s12, when the vehicle has high-level faults, the vehicle needs to be powered off emergently under any working condition, such as operation, stop and start;
s13, dividing the fault into low-level fault, middle-level fault and high-level fault according to the hazard degree, and corresponding to different processing modes: alarm prompting, load reduction limping and shutdown processing;
the invention is further improved in that: in the step S2, the main communication components include a vehicle controller, a motor controller, and a motor management system.
The invention is further improved in that: steps S1 to S3 are low voltage power up, and the key signal is always detected when the vehicle is in the power off state.
The invention is further improved in that: the steps S4-S7 are that the high voltage is electrified, and the key signal is always detected after the low voltage electrification of the vehicle is finished.
The invention is further improved in that: the steps S8-S11 are normal power down, wherein in the step S8, the vehicle always detects the key signal without any fault, and in the step S9, in order to ensure the safety of the vehicle and the driver, the vehicle speed must be less than 5Km/h as a parameter for ensuring the absolute low speed state of the vehicle, and if the vehicle does not reach this state, the next step cannot be entered.
The invention is further improved in that: the steps S12-S13 are emergency power-off, wherein in the step S13, when a low-level fault occurs, it does not affect the safety of the vehicle, can reduce the battery discharge power, and is consistent with the normal power-off step.
The invention is further improved in that: in the step S13, when it is determined that a high-level fault occurs, an alarm prompt, a motor torque reset, and a high-voltage accessory standby are performed, then the high-voltage main relay is turned off to discharge the motor, and after a time delay, the MCU and the BMS are powered off to enter a fault shutdown state.
The invention is further improved in that: the vehicle can not be normally powered up after being powered down emergently, and can not be safely powered up until the fault is relieved.
Compared with the prior art, the invention has the beneficial effects that: the control method mainly comprises the steps of firstly electrifying at low voltage and then electrifying at high voltage, wherein fault self-detection is arranged at the key part of electrification, and corresponding fault treatment is carried out if accidents occur, so that the possibility of vehicle danger is greatly reduced. This patent divides into down the electricity again and normally cuts off the electricity and promptly cuts off the electricity, to normally cutting off the electricity, has designed the condition that needs satisfy under normally. The novel power-off emergency power supply system has the advantages that emergency power-off is designed, fault grades are divided, and then different processing modes are corresponding, so that the processing efficiency is greatly improved.
Drawings
FIG. 1 is a schematic flow chart illustrating the steps of the present embodiment, including steps S1-S3;
FIG. 2 is a schematic flow chart illustrating the subdivision steps of the high voltage power-up steps S4-S7 in the present embodiment;
FIG. 3 is a schematic flow chart illustrating the sub-dividing steps of the present embodiment in which the power is normally turned off in steps S8-S11;
fig. 4 is a flow chart illustrating the sub-division steps of emergency power-off in steps S12-S13 in the present embodiment.
Detailed Description
The following embodiments will be described in detail with reference to the accompanying examples, so that how to implement the technical means for solving the technical problems and achieving the technical effects of the present application can be fully understood and implemented.
The present invention will be described in further detail with reference to fig. 1 to 4.
The technical solution of the embodiment is as follows: the high-low voltage power-on and power-off control method diagram of the pure electric vehicle provided by the embodiment comprises the following steps;
s1, the key switch is switched from an OFF gear to an ON gear, and the detection of a rising edge signal by the ON gear is the main basis for low-voltage electrification;
s2, enabling partial low-voltage accessories and carrying out self-checking ON main communication components in the pure electric vehicle, such as a vehicle control unit, a motor controller, a motor management system and the like, after detecting an ON gear rising edge signal;
and S3, in the self-checking process, judging whether the vehicle has a fault or not, carrying out fault processing if the vehicle has the fault, detecting a pre-charging process if the vehicle has the fault, entering a vehicle starting state if the pre-charging process has no fault, and carrying out a pre-charging fault processing step if the vehicle has the fault.
S4, after the low-voltage electrification is finished, and after a START gear pulse signal is received, carrying out high-voltage electrification;
s5, the VCU wakes up the motor controller through CAN communication;
s6, the vehicle control unit VCU carries out self-checking on the motor controller, and if no fault exists, the high-voltage component is enabled;
s7, after the high-voltage component is enabled, checking whether the high-voltage component has a fault, if so, performing high-voltage fault processing, and if not, entering a vehicle preparation stage;
s8, when the vehicle without fault needs to be powered down, the power-down behavior of the vehicle can be triggered by the falling edge signal of the ON gear;
s9, when the vehicle is powered off, the vehicle needs to be ensured to keep a static state or an absolute low-speed state, and then the torque of the motor is cleared and the high-voltage accessories are in standby;
s10, after the high-voltage main relay is switched off, the capacitive load at the end of the controller is also provided with high voltage, the motor controller needs to be actively discharged, and the voltage is reduced to a safe value;
s11, enabling each subsystem to enter a standby sleep state, and after a period of time delay, enabling the vehicle to be in a closed state;
s12, when the vehicle has a major fault, the vehicle needs to be powered off emergently under any working condition, such as operation, stop, start and the like;
s13, dividing the fault according to the hazard degree, and corresponding to different processing modes: alarm prompting, load reduction limping and shutdown processing;
specifically, the entire vehicle power system in the embodiment adopts a low-voltage 12V power supply storage battery for power supply.
Specifically, as shown in fig. 1, in this embodiment, a flow chart of the subdivision steps of the low-voltage power-on steps S1-S3 is schematically illustrated, and the subdivision steps are as follows:
step 1, monitoring a key signal all the time when a vehicle is in a shutdown state;
step 2, when a rising edge signal of an ON gear of the key signal is detected, enabling part of low-voltage accessories to be enabled, and simultaneously carrying out VCU self-checking, MCU self-checking and BMS self-checking;
step 3, after self-checking, if a fault is found, carrying out fault processing, and if no fault exists, entering the next flow;
step 4, performing a pre-charging process after the self-checking is free from faults, and performing pre-charging fault processing if the pre-charging process has faults; the vehicle launch state is entered without a precharge fault.
Specifically, as shown in fig. 2, in this embodiment, a flow chart of the subdivision steps of the high-voltage power-up in steps S4-S7 is schematically shown, and the subdivision steps are as follows:
step 1, after the vehicle is electrified at low voltage, a key signal is always monitored;
step 2, when a key signal START gear pulse signal is detected, the vehicle control unit wakes up the motor controller MCU through CAN communication;
step 3, after the motor controller MCU is awakened, self-checking is carried out, if a fault exists, fault processing is carried out, and if no fault exists, the high-voltage component is enabled;
and 4, after the high-voltage component is enabled, self-checking is carried out, if the high-voltage component has a fault, the fault processing of the high-voltage component is carried out, and if the high-voltage component has no fault, the vehicle preparation stage is carried out.
Specifically, as shown in fig. 3, in this embodiment, the flow of the subdivision steps of the steps S8-S11 for powering down normally is shown as follows:
step 1, under the condition that the vehicle has no fault, a key signal is always monitored;
step 2, when a key signal ON gear falling edge signal is detected, a vehicle power-off behavior is triggered;
step 3, in order to ensure the life safety of the vehicle and a driver, whether the vehicle is in a static state or an absolute low-speed state is required to be judged, namely the speed is less than 5Km/h, the torque of the motor can be cleared, the high-voltage accessory is enabled to be in a standby state, and the next process cannot be started if the vehicle does not reach the state;
step 4, because the end capacitive load of the controller still has high voltage at this moment, need to cut off the high-pressure main relay, carry on the initiative to discharge to the machine controller, reduce the voltage to within the safe value;
step 5, enabling each subsystem to enter a standby sleep state, and powering off the MCU and the BMS after a period of time delay;
and 6, finally, the vehicle enters a shutdown state.
Specifically, as shown in fig. 4, in the present embodiment, the flow of the subdivision steps of the emergency power-off in steps S12-S13 is schematically illustrated, and the detailed subdivision steps are as follows:
step 1, when the vehicle is in a normal state, the vehicle cannot enter an emergency power-off state; when a high-level fault occurs, an emergency power-off process can be started under any working condition;
step 2, when judging whether the vehicle is a high-level fault, dividing the fault level into a low-level fault, a medium-level fault and a high-level fault according to the hazard degree, and then respectively providing alarm prompt, load-reducing limping and shutdown processing corresponding to different processing modes;
and 3, the low-level faults do not affect the safety of the vehicle, the discharge power of the battery can be reduced, and the battery discharge power is consistent with a normal power-off strategy. When a high-level fault occurs in the vehicle, the safety of the vehicle and a driver is endangered, and the vehicle needs to be powered off emergently;
step 4, when the high-level fault is judged to occur, alarming prompt, motor torque zero clearing and high-voltage accessory standby are carried out;
step 5, disconnecting the high-voltage main relay to discharge the motor;
step 6, after a period of time delay, powering off the MCU and the BMS, and entering a fault shutdown state;
and 7, the vehicle cannot be normally powered on after being powered off emergently, and the vehicle cannot be safely powered on until the fault is relieved.
The foregoing description shows and describes several preferred embodiments of the invention, but as aforementioned, it is to be understood that the invention is not limited to the forms disclosed herein, but is not to be construed as excluding other embodiments and is capable of use in various other combinations, modifications, and environments and is capable of changes within the scope of the inventive concept as expressed herein, commensurate with the above teachings, or the skill or knowledge of the relevant art. And that modifications and variations may be effected by those skilled in the art without departing from the spirit and scope of the invention as defined by the appended claims.
Claims (8)
1. A high-low voltage power-on and power-off control method for a pure electric vehicle is characterized by comprising the following steps: comprises low-voltage power-on, high-voltage power-on, normal power-off and emergency power-off, and comprises the following steps,
s1, the key switch is switched from an OFF gear to an ON gear, and the detection of a rising edge signal by the ON gear is the main basis for low-voltage electrification;
s2, enabling part of low-voltage accessories after detecting a rising edge signal of an ON gear of a key signal, and carrying out self-checking ON main communication components in the pure electric vehicle;
s3, in the self-checking process, judging whether the vehicle has faults or not, if yes, carrying out fault processing, if not, detecting a pre-charging process, if not, entering a vehicle starting state, and if so, carrying out a pre-charging fault processing step;
s4, after the low-voltage electrification is finished, and after a key signal START gear pulse signal is received, high-voltage electrification is carried out;
s5, the VCU wakes up the motor controller through CAN communication;
s6, the vehicle control unit VCU carries out self-checking on the motor controller, and if no fault exists, the high-voltage component is enabled;
s7, after the high-voltage component is enabled, checking whether the high-voltage component has a fault, if so, performing high-voltage fault processing, and if not, entering a vehicle preparation stage;
s8, when the vehicle without fault needs to be powered down, the power-down behavior of the vehicle can be triggered by the falling edge signal of the ON gear;
s9, when the vehicle is powered off, the vehicle needs to be ensured to keep a static state or an absolute low-speed state, and then the torque of the motor is cleared and the high-voltage accessories are in standby;
s10, after the high-voltage main relay is switched off, the capacitive load at the end of the controller is also provided with high voltage, the motor controller needs to be actively discharged, and the voltage is reduced to a safe value;
s11, enabling each subsystem to enter a standby sleep state, powering off the MCU and the BMS after a period of time delay, and enabling the vehicle to be in a closed state;
s12, when the vehicle has high-level faults, the vehicle needs to be powered off emergently under any working condition, such as operation, stop and start;
s13, dividing the fault into low-level fault, middle-level fault and high-level fault according to the hazard degree, and corresponding to different processing modes: alarm prompting, load reduction limping and shutdown processing.
2. The electric control method for high-low voltage power on and power off of the pure electric vehicle according to claim 1, characterized in that: in the step S2, the main communication components include a vehicle controller, a motor controller, and a motor management system.
3. The electric control method for high-low voltage power on and power off of the pure electric vehicle according to claim 1, characterized in that: steps S1 to S3 are low voltage power up, and the key signal is always detected when the vehicle is in the power off state.
4. The electric control method for high-low voltage power on and power off of the pure electric vehicle according to claim 1, characterized in that: the steps S4-S7 are that the high voltage is electrified, and the key signal is always detected after the low voltage electrification of the vehicle is finished.
5. The electric control method for high-low voltage power on and power off of the pure electric vehicle according to claim 1, characterized in that: the steps S8-S11 are normal power down, wherein in the step S8, the vehicle always detects the key signal without any fault, and in the step S9, in order to ensure the safety of the vehicle and the driver, the vehicle speed must be less than 5Km/h as a parameter for ensuring the absolute low speed state of the vehicle, and if the vehicle does not reach this state, the next step cannot be entered.
6. The electric control method for high-low voltage power on and power off of the pure electric vehicle according to claim 1, characterized in that: the steps S12-S13 are emergency power-off, wherein in the step S13, when a low-level fault occurs, it does not affect the safety of the vehicle, can reduce the battery discharge power, and is consistent with the normal power-off step.
7. The electric control method for high-low voltage power on and power off of the pure electric vehicle according to claim 1, characterized in that: in the step S13, when it is determined that a high-level fault occurs, an alarm prompt, a motor torque reset, and a high-voltage accessory standby are performed, then the high-voltage main relay is turned off to discharge the motor, and after a time delay, the MCU and the BMS are powered off to enter a fault shutdown state.
8. The electric control method for high-low voltage power on and power off of the pure electric vehicle according to claim 6, characterized in that: the vehicle can not be normally powered up after being powered down emergently, and can not be safely powered up until the fault is relieved.
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| CN112373308A (en) * | 2020-11-23 | 2021-02-19 | 奇瑞商用车（安徽）有限公司 | Power-on and power-off time sequence control method for electric automobile |
| CN112477605A (en) * | 2020-12-04 | 2021-03-12 | 浙江吉利控股集团有限公司 | Vehicle power-on and power-off control method and control system |
| CN112572152A (en) * | 2020-12-16 | 2021-03-30 | 安徽华菱汽车有限公司 | Control method, system and device of electric automobile |
| CN112659919A (en) * | 2021-01-04 | 2021-04-16 | 东风汽车股份有限公司 | Power-on and power-off control strategy for motor controller of electric vehicle |
| CN113071318A (en) * | 2021-03-24 | 2021-07-06 | 浙江合众新能源汽车有限公司 | Emergency power-off control method for pure electric vehicle key |
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| CN113386782B (en) * | 2021-06-30 | 2022-12-09 | 东风汽车集团股份有限公司 | Forced power-off control method in vehicle driving process |
| CN114114017A (en) * | 2021-12-24 | 2022-03-01 | 广州巨湾技研有限公司 | Method, device and system for testing power-down logic of battery management system |
| CN114114017B (en) * | 2021-12-24 | 2024-04-02 | 广州巨湾技研有限公司 | Method, device and system for testing power-down logic of battery management system |
| CN114312323A (en) * | 2022-01-06 | 2022-04-12 | 江苏爱玛车业科技有限公司 | Power-on and power-off control system and method for electric vehicle |
| CN114425967A (en) * | 2022-02-14 | 2022-05-03 | 奇瑞汽车股份有限公司 | Electric vehicle and power-on and power-off control method and device thereof |
| CN114379539A (en) * | 2022-02-18 | 2022-04-22 | 奇瑞商用车（安徽）有限公司 | Fault limping control method for hybrid electric vehicle |
| CN115447664A (en) * | 2022-09-05 | 2022-12-09 | 摩登汽车有限公司 | Control method of electric steering power-assisted system during emergency power-off |
| CN115447664B (en) * | 2022-09-05 | 2023-09-22 | 摩登汽车有限公司 | Control method of electric power steering assistance system during emergency power down |
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