CN112947043A - Vehicle redundancy control system, control method thereof and vehicle - Google Patents
Vehicle redundancy control system, control method thereof and vehicle Download PDFInfo
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- CN112947043A CN112947043A CN202110296376.1A CN202110296376A CN112947043A CN 112947043 A CN112947043 A CN 112947043A CN 202110296376 A CN202110296376 A CN 202110296376A CN 112947043 A CN112947043 A CN 112947043A
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Abstract
The invention relates to a vehicle redundancy control system, a control method thereof and a vehicle.A direct current converter and a plurality of storage batteries are simultaneously connected into a low-voltage parallel manager, when the low-voltage power supply is carried out on a vehicle controller and a motor control and battery management device, the vehicle controller can combine the running states of the direct current converter and the plurality of storage batteries to select a proper low-voltage power supply mode for carrying out the low-voltage power supply control, even if the storage batteries or the direct current converter have faults, the low-voltage power supply can still be ensured to be carried out on the motor control and battery management device and the vehicle controller, and the failure of the motor control and battery management device or the vehicle controller is avoided. Through the scheme, the low-voltage power supply part is designed in a redundant mode, so that the vehicle can still normally run after the single-point failure is met, and the safety performance of the vehicle in a risk scene is improved.
Description
Technical Field
The application relates to the technical field of vehicles, in particular to a vehicle redundancy control system, a control method thereof and a vehicle.
Background
In recent years, the intelligent electric vehicle technology shows a high-speed development trend, and the requirements on electronic architecture, intelligent control and safety of the electric vehicle are higher and higher. For example, in the working condition scene of auxiliary driving or unmanned driving, whether a braking system, a driving system, a steering system and even a power supply system are not easy to fail or whether the vehicle can be supported to automatically control and break away from a dangerous scene even if the vehicle is partially failed is an important safety performance index.
However, in the development process of electric vehicle four-wheel drive, people usually only pay attention to the improvement of drivability, stability, controllability and other performances of the four-wheel drive system relative to the two-wheel drive system, so that the electric vehicle directly stops running when a single-point fault occurs, and the requirement of continuing driving under the fault cannot be met.
Disclosure of Invention
Therefore, it is necessary to provide a vehicle redundancy control system, a control method thereof and a vehicle for solving the problem that the conventional electric vehicle four-wheel drive system cannot meet the requirement of continuous driving under a fault.
A vehicle redundancy control system comprising: a motor control and battery management device; the low-voltage parallel manager is connected with the motor control and battery management device; a plurality of storage batteries respectively connected with the low-voltage parallel manager; the direct current converter is connected with the low-voltage parallel manager; and the vehicle control unit is connected with the low-voltage parallel manager and the motor control and battery management device.
In one embodiment, the vehicle redundancy control system further comprises a cooling control valve and a cooling control pump, the cooling control valve and the cooling control pump are respectively connected with the vehicle controller, and the cooling control valve and the cooling control pump are both connected with the low-pressure parallel manager.
In one embodiment, the motor control and battery management apparatus includes a first motor controller, a first battery manager, a second motor controller, a second battery manager, a high voltage parallel manager, a first motor, a second motor, a first power battery and a second power battery, the first motor controller is connected with the first motor, the first motor controller is connected with the vehicle control unit, the first motor controller is connected with the first battery manager, the first battery manager is connected with the high voltage parallel manager, the first battery manager is connected with the first power battery, the second motor controller is connected with the second motor, the second motor controller is connected with the vehicle control unit, the second motor controller is connected with the second battery manager, the second battery manager is connected with the high voltage parallel manager, the first motor controller, the first battery manager and the high-voltage parallel manager are all connected with the low-voltage parallel manager, and the second battery manager is connected with the second power battery.
In one embodiment, the motor control and battery management device comprises a first motor controller, a first battery manager, a second motor controller, a second battery manager, a high-voltage parallel manager, a first motor, a second motor, a first power battery and a second power battery, wherein the first motor controller is connected with the first motor, the first motor controller and the second motor controller are respectively connected with the vehicle controller, the first motor controller is connected with the first motor, the second motor controller is connected with the second motor, the high-voltage parallel manager is connected with the vehicle controller and the first battery manager, the high-voltage parallel manager is connected with the vehicle controller and the second battery manager, the first battery manager is connected with the first power battery, and the second battery manager is connected with the second power battery, the first motor controller, the first battery manager, the second motor controller, the second battery manager and the high-voltage parallel manager are all connected with the low-voltage parallel manager.
A control method of a vehicle redundancy control system as described above, comprising: acquiring the working state information of the storage battery and the working state information of the direct current converter and performing fault analysis; when the fact that the direct current converter and the storage battery have no power supply fault is obtained through analysis, the direct current converter is controlled to supply power, and meanwhile the direct current converter is controlled to charge the storage battery; and when the power supply fault of the direct current converter is analyzed and the storage batteries are not in a power feeding state, controlling the storage batteries to be connected in parallel for supplying power.
In one embodiment, after the step of obtaining the battery operating state information and the dc converter operating state information and performing the fault analysis, the method further includes: and when the analysis result shows that any storage battery has power supply failure, the connection between the storage battery and the low-voltage parallel manager is cut off.
In one embodiment, the control method further comprises: detecting whether a first power battery and a second power battery in the motor control and battery management device have self faults or communication faults or not; when the first power battery has self fault or communication fault, controlling the second power battery to be connected to carry out high-voltage power supply; and when the second power battery has self fault or communication fault, controlling the first power battery to be connected for high-voltage power supply.
In one embodiment, the control method further comprises: detecting whether a first motor and a second motor in the motor control and battery management device have self faults or communication faults or not; when the first motor has self fault or communication fault, controlling the second motor to be connected to carry out two-wheel drive; and when the second motor has self fault or communication fault, controlling the first motor to be connected to carry out two-wheel drive.
In one embodiment, the control method further comprises: detecting whether a communication fault exists in a communication link between the vehicle control unit and the motor control and battery management device; and correspondingly adjusting the working state of the motor control and battery management device according to the detection result.
A vehicle comprises the vehicle redundancy control system, and the vehicle control unit is used for performing drive control according to the control method.
According to the vehicle redundancy control system, the control method and the vehicle, the direct current converter and the plurality of storage batteries are simultaneously connected to the low-voltage parallel manager, when the low-voltage power supply is carried out on the vehicle control unit and the motor control and battery management device, the vehicle control unit can select a proper low-voltage power supply mode to carry out the low-voltage power supply control by combining the running states of the direct current converter and the plurality of storage batteries, even if the storage batteries or the direct current converter fails, the low-voltage power supply can still be ensured to be carried out on the motor control and battery management device and the vehicle control unit, and the operation failure of the motor control and battery management device or the vehicle control unit is. Through the scheme, the low-voltage power supply part is designed in a redundant mode, so that the vehicle can still normally run after the single-point failure is met, and the safety performance of the vehicle in a risk scene is improved.
Drawings
In order to more clearly illustrate the technical solutions in the embodiments or the conventional technologies of the present application, the drawings used in the descriptions of the embodiments or the conventional technologies will be briefly introduced below, it is obvious that the drawings in the following descriptions are only some embodiments of the present application, and for those skilled in the art, other drawings can be obtained according to the drawings without creative efforts.
FIG. 1 is a schematic diagram of a redundant control system for a vehicle according to an embodiment;
FIG. 2 is a block diagram of a vehicle redundancy control system in accordance with one embodiment;
FIG. 3 is a schematic diagram of a redundant control system for a vehicle according to another embodiment;
FIG. 4 is a schematic diagram of a redundant control system for a vehicle according to yet another embodiment;
FIG. 5 is a flow chart illustrating a method for controlling a redundant control system of a vehicle according to an embodiment;
FIG. 6 is a flow chart illustrating a method for controlling a redundant control system of a vehicle according to another embodiment;
FIG. 7 is a schematic diagram of a high voltage redundancy control flow in one embodiment;
FIG. 8 is a schematic diagram of a motor redundancy control process according to an embodiment;
fig. 9 is a flow chart illustrating a communication redundancy control according to an embodiment.
Detailed Description
To facilitate an understanding of the present application, the present application will now be described more fully with reference to the accompanying drawings. Preferred embodiments of the present application are illustrated in the accompanying drawings. This application may, however, be embodied in many different forms and should not be construed as limited to the embodiments set forth herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete.
Referring to fig. 1, a vehicle redundancy control system includes: a motor control and battery management device 200; the low-voltage parallel manager 130 is connected with the motor control and battery management device 200; a plurality of storage batteries 120 each connected to a low-voltage parallel manager 130; a direct current converter (DCDC) 110 connected to the low-voltage parallel manager 130; the vehicle control unit 300 is connected to the low voltage parallel manager 130 and the motor control and battery management apparatus 200.
Specifically, the dc converter 110 converts one dc power source into another dc power source with different output characteristics, and the motor control and battery management apparatus 200 performs a motor driving operation and a power battery driving operation. In the solution of this embodiment, the plurality of storage batteries 120 are respectively connected to the low voltage parallel manager 130, the voltage parallel manager can respectively realize the charging operation of each storage battery 120, and can avoid mutual charging between each storage battery 120, and at the same time, the voltage parallel manager can also realize the parallel connection between the storage batteries 120, thereby realizing the low voltage power supply operation by using the plurality of storage batteries 120. The low-voltage parallel manager 130 is directly connected to the vehicle controller 300 and the motor control and battery management device 200, and the electric energy in the storage battery 120 or the electric energy converted by the dc converter 110 is selectively controlled by the low-voltage parallel manager 130 and correspondingly transmitted to the vehicle controller 300 and the motor control and battery management device 200 for low-voltage power supply.
The vehicle control unit 300 is configured to obtain the working state information of the storage battery and the working state information of the dc converter; when any storage battery 120 has power supply failure, the connection between the storage battery 120 and the low-voltage parallel manager 130 is cut off; when a power supply failure occurs in the dc converter 110 and none of the storage batteries 120 is in a power feeding state, the storage batteries 120 are controlled to be connected in parallel to supply power.
The battery operating state information includes information on whether the battery 120 is out of order and information on the operating state of the charging circuit formed by the battery 120 and the low voltage parallel manager 130, and each of the battery 120 and the low voltage parallel manager 130 may form a separate charging circuit. Similarly, the dc converter operating state information includes information on whether the dc converter 110 has failed and information on the operating state of the charging circuit formed by the dc converter 110 and the low voltage parallel manager 130.
It can be understood that the operation state of the battery 120 itself is not only obtained, but in an embodiment, the battery 120 may be detected by an EBS (Electronic Brake Systems) sensor, and a result obtained by the detection is sent to the vehicle control unit 300 in real time to be analyzed, so as to obtain information about whether the battery 120 has a fault. The running state information of each charging circuit can be detected by the voltage of the charging circuit to judge whether the charging circuit has faults or not.
After the vehicle controller 300 obtains the battery operating state information and the dc converter operating state information, further analysis operation is performed, and if the analysis result shows that one of the batteries 120 has a fault, the vehicle controller 300 cuts off the failed battery 120 from the system, and low-voltage power supply is performed by using the battery 120 that has not failed or the electric energy converted by the dc converter. It is understood that when there are a plurality of failed storage batteries 120, the vehicle redundancy control system may be cut off for each of the storage batteries 120 that will fail.
It should be noted that in a more detailed embodiment, the output of the dc converter 110 may be preferentially used for low voltage power supply operation, and if the dc converter 110 fails, the battery 120 may be used for power supply operation. For example, when the vehicle control unit 300 detects that the dc converter 110 is out of order and each battery 120 is not in the feeding state, the plurality of batteries 120 are connected in parallel by controlling the lines in the voltage parallel manager, and the parallel batteries 120 are used to implement the low-voltage power supply operation.
In other embodiments, only one of the storage batteries 120 may be connected to perform the low-voltage power supply operation when the dc converter 110 fails, and different selections may be specifically performed according to user requirements. For example, when a fault of the dc converter 110 is detected, but when the storage batteries 120 are all in the feeding state, one of the storage batteries 120 which is not in the feeding state is directly controlled to be connected to the low-voltage parallel manager 130, so as to implement the low-voltage power supply operation.
It should be noted that in one embodiment, the dc converter 110 is a type of dc converter 110 that converts a higher dc power source to a lower dc power source. Correspondingly, the low-voltage parallel manager 130 is connected to one end of the dc converter 110 and the low-voltage end of the dc converter 110, and the connection manner of the high-voltage end of the dc converter 110 is not unique. In a more detailed embodiment, referring to fig. 2, the dc converter 110 may be connected to the motor control and battery management device 200 to implement DCDC conversion by the higher dc power in the motor control and battery management device 200, so as to provide low-voltage power to the motor control and battery management device 200 and the vehicle controller 300.
It is understood that the number of batteries 120 is not exclusive and may be selected in accordance with the needs of the user. For example, in a more detailed embodiment, two batteries 120 may be simultaneously connected to the low voltage parallel manager 130 for low voltage power operation.
Referring to fig. 3 or 4, in one embodiment, the vehicle redundancy control system further includes a cooling control valve 400 and a cooling control pump 500, the cooling control valve 400 and the cooling control pump 500 are respectively connected to the vehicle controller 300, and both the cooling control valve 400 and the cooling control pump 500 are connected to the low-voltage parallel manager 130.
Specifically, the cooling control valve 400 is all control valves related to cooling in the vehicle redundancy control system, and the cooling control valve 400 is connected to the low-voltage parallel manager 130, and may perform voltage supply by using the low-voltage parallel manager 130 to input the electric energy stored in the battery 120 or the electric energy converted by the dc converter 110, so as to implement corresponding functions. In the vehicle redundancy control system, the number of the cooling control valves 400 is not unique, and may be multiple at the same time, and at this time, each cooling control valve 400 may be connected to the vehicle controller 300 through different copper wires. Similarly, the cooling control pump 500 is all pumps related to cooling in the vehicle redundancy control system, and the cooling control pump 500 is also connected to the low-voltage parallel manager 130, and may perform voltage supply by using the low-voltage parallel manager 130 to input the electric energy stored in the battery 120 or the electric energy converted by the dc converter 110, thereby implementing a corresponding function.
Through the scheme of the embodiment, each cooling control valve 400 and each cooling control pump 500 are connected to the vehicle controller 300 through separate communication lines, when a single cooling control valve 400 or a single cooling control pump 500 fails, the operation of other cooling control valves 400 or cooling control pumps 500 is not affected, the influence on the continuous operation of the vehicle caused by single-point failure can be avoided, and the operation reliability of the vehicle is effectively improved.
It should be noted that the specific structure of the motor control and battery management device 200 is not exclusive, and in one embodiment, the motor control and battery management device 200 includes two parts, namely a motor redundancy component for implementing motor redundancy control and a high-voltage power supply component for implementing high-voltage power supply. The motor redundancy assembly includes two motor controllers and two motors, each motor controller is connected to the vehicle controller 300, each motor is connected to a motor controller, and the high voltage power supply assembly is connected to the vehicle controller 300 and the low voltage parallel manager 130. The motors are arranged by the scheme, each motor respectively drives a group of wheels (for example, the front wheels and the rear wheels are respectively driven), and under the condition that the two motors do not have self faults and communication faults (between the motors and the motor controllers), four-wheel drive is simultaneously carried out by the two motors; and when one motor has self failure or communication failure, the two-wheel drive is realized by the other motor which does not have failure.
Further, in an embodiment, a redundant design may be further performed on the high-voltage power supply assembly, where the high-voltage power supply assembly includes a high-voltage parallel manager, two battery managers, and two power batteries, the two battery managers are respectively connected to the high-voltage parallel manager, and each battery manager is correspondingly connected to one power battery. At this time, there are two connection manners of the high-voltage power supply assembly and the vehicle controller 300, one of which is that two battery managers of the high-voltage power supply assembly are respectively connected with the vehicle controller 300 (specifically, refer to fig. 3), and the other is that the two battery managers of the high-voltage power supply assembly are respectively indirectly connected to the vehicle controller 300 through a motor controller (specifically, refer to fig. 4). Through the redundant design of the high-voltage power supply assembly part, when one power battery has self failure or communication failure (between the power battery and the corresponding battery management), the other power battery which does not have failure is adopted to provide power for continuous driving operation.
To facilitate understanding of the various embodiments of the present application, a redundant design for both the high voltage supply and the motor drive is explained below. Referring to fig. 3, in one embodiment, the motor control and battery management apparatus 200 includes a first motor controller 210, a first battery manager 230, a second motor controller 220, a second battery manager 240, a high-voltage parallel manager 250, a first motor (not shown), a second motor (not shown), a first power battery (not shown), and a second power battery (not shown), the first motor controller 210 is connected to the first motor, the first motor controller 210 is connected to the vehicle controller 300, the first motor controller 210 is connected to the first battery manager 230, the first battery manager 230 is connected to the high-voltage parallel manager 250, the first battery 230 manager is connected to the first power battery, the second motor controller 220 is connected to the second motor, the second motor controller 220 is connected to the vehicle controller 300, the second motor controller 220 is connected to the second battery manager 240, the second battery manager 240 is connected to the high-voltage parallel manager 250, the first motor controller 210, the first battery manager 230 and the high voltage parallel manager 250 are all connected to the low voltage parallel manager 130, and the second battery manager 240 is connected to the second power battery.
Specifically, the power battery is a power supply for providing a power source in the electric vehicle, and a valve-port sealed lead-acid battery, an open tubular lead-acid battery and a lithium iron phosphate battery are mostly adopted. In one embodiment, the first power battery and the second power battery are differentiated power batteries, that is, there is a certain difference between the capacity and the battery characteristics of the power batteries.
In the scheme of this embodiment, not only carry out the redundancy design to low pressure power supply part, still realize the design of motor redundancy, high-pressure power supply redundancy and communication redundancy through specific motor control and battery management device 200 structure, further guarantee that the single-point is invalid after, the vehicle still can normally travel, realize that the vehicle breaks away from the security performance under the risk scene and promotes.
By arranging the first motor controller 210 and the first battery manager 230 in the same communication link, the first battery manager 230 is connected to the vehicle controller 300 after being connected in series with the first motor controller 210, and both of them perform signal interaction with the vehicle controller 300 through the same communication link. The first motor controller 210 is connected to the first motor for driving and controlling the first motor, the first motor is used for driving and controlling the first group of wheels, and the first battery manager 230 is connected to the first power battery for driving and controlling the first power battery. Similarly, the second battery manager 240 is disposed on the same communication link as the second motor controller 220 and communicates with the hybrid controller 300. The second motor controller 220 is connected to a second motor for driving control of a second wheel, the second battery manager 240 is connected to a second power battery, and finally the first battery manager 230 is connected to the second battery manager 240 by using a high voltage parallel manager 250. Specifically, the first and second sets of wheels may be front and rear wheels, respectively, of the vehicle.
Based on the vehicle redundancy control system of the above embodiment, in the vehicle operation process, the vehicle controller 300 may perform power battery operation detection to realize high-voltage redundancy control. Whether the first power battery and the second power battery in the motor control and battery management device 200 have faults or communication faults is detected in real time, that is, whether the first power battery and the second power battery are damaged, whether the communication between the first power battery and the first battery manager 230 is normal, and whether the communication between the second power battery and the second battery manager 240 is normal are detected.
Under the condition that the detection contents are normal, the vehicle controller 300 does not need to perform line switching, and only needs to provide power by using one power battery as a power supply through the management and control of the high-voltage parallel manager 250, and simultaneously drives the front wheels and the rear wheels of the vehicle, so as to realize four-wheel drive. It is understood that it is not unique to specifically use which power battery is used as the power source in such a detection result, and in one embodiment, the priority is established between the first power battery and the second power battery, and the power battery with a higher priority is used as the power source in such a detection result. In another embodiment, the electric quantity detection of the first power battery and the second power battery can be carried out in real time, and in this case, the power battery with higher electric quantity is preferentially adopted as the power supply. Further, in one embodiment, the vehicle control unit 300 may further employ a corresponding power battery as a power source in combination with the actual driving mode, for example, in sport mode, a power battery with relatively high output power is preferred as the power source, and the switching between the two power batteries should have a time lag to avoid frequent switching.
When a fault is detected, the fault can be divided into two different fault types, wherein one fault type is that the first power battery has a self fault or a communication fault, and the other fault type is that the second power battery has a self fault or a communication fault. When the first power battery has a self fault or a communication fault, the first power battery cannot be used as a power supply to output power, and at this time, the vehicle controller 300 sends a corresponding signal to cut off the connection between the first power battery and the first battery management system, directly switches to the connection between the second power battery through the high-voltage parallel manager 250, and uses the second power battery as a power supply to realize the four-wheel drive operation of the vehicle.
Similarly, when the failed second power battery is detected, the vehicle controller 300 will send a corresponding signal to cut off the connection between the second power battery and the second battery management system, and directly switch to the connection between the first power battery through the high-voltage parallel manager 250, and use the first power battery as a power source to implement the four-wheel drive operation of the vehicle.
It should be noted that, in an embodiment, after a power battery switching requirement exists, the vehicle controller 300 needs to detect that a power battery pack may be constrained, and when the driving power of the current power battery pack exceeds a constraint limit value, if the power battery pack does not need to be switched immediately, the driving torque corresponding to the power battery needs to be reduced to the driving power of a replacement power battery according to a slope, and then the battery switching is performed, so as to ensure smooth power in the switching process; in addition, the high-voltage parallel management module designs the circuit voltage to smoothly increase or decrease during switching. After the high-voltage switching is completed, energy management and distribution are carried out on the basis of the switched power battery to carry out charging and discharging power limiting control so as to ensure the reliable operation of a vehicle control system.
Further, in the driving process of the vehicle, the vehicle control unit 300 may also detect the operation of the motor, so as to implement the redundant control of the motor. At this time, whether the first motor and the second motor have a fault or a communication fault is detected in real time, that is, whether the first motor has a fault in operation, whether the communication between the first motor and the first motor controller 210 is normal, whether the second motor has a fault in operation, and whether the communication between the second motor and the second motor controller 220 is normal.
When the faults do not occur, the first motor drives the front wheels of the vehicle, and the second motor drives the rear wheels of the vehicle, so that the four-wheel drive control of the vehicle is realized. When the first motor fails, specifically including self failure and communication failure, the first motor cannot be used for normal front wheel driving operation, and the vehicle controller 300 switches the torque to the other normal motor (i.e., the second motor), so as to implement two-wheel driving operation, thereby ensuring that the vehicle can still normally run when the first motor cannot be driven normally. Similarly, after the second motor has a failure or a communication failure, the vehicle controller 300 switches the torque to the torque based on another normal motor (i.e., the first motor), so as to implement the two-wheel driving operation, and ensure that the vehicle can still run normally when the second motor cannot drive normally.
It should be noted that the specific types of the first and second motors are not exclusive and may be both permanent magnet motors or both induction motors, or both permanent magnet and induction motors. For different types of motors, when switching is performed in case of failure, corresponding switching operations can be distinguished. In the switching process, if the motor is a permanent magnet motor, negotiation with a motor controller is required, the whole vehicle control module requests the motor controller corresponding to the motor with the fault to disengage the clutch, or the motor controller automatically keeps disengaging the clutch according to the serious fault condition of the motor controller. If the induction motor is an induction motor, the vehicle controller 300 only needs to request to disconnect excitation or automatically disconnect excitation. In other embodiments, the motor corresponding to the position where the fault occurs can be switched off by switching the power battery in a high-voltage power supply switching mode synchronously in combination with the short circuit risk of the motor loop.
Furthermore, in an embodiment, during the driving process of the vehicle, the vehicle control unit 300 further performs communication fault detection on a communication link between the vehicle control unit and the motor control and battery management device 200, and adjusts the operating state of the motor control and battery management device 200 according to the detection result, that is, adjusts the access conditions of the motor and the power battery in the operating state of the motor control and battery management device 200.
It is understood that the communication link between the vehicle control unit 300 and the motor control and battery management device 200 is not unique, and the communication link may be different for different motor control and battery management device 200 structures. In the system structure shown in fig. 3, a communication link is formed between the vehicle controller 300, the first motor controller 210 and the first battery manager, and a second communication link is formed between the vehicle controller 300, the second motor controller 220 and the second battery manager 240, when a communication fault (which may include the case of BusOff, etc.) occurs in any one of the communication links, the corresponding driving operation cannot be completed, and a synchronous switching between high voltage and the motor needs to be performed, where the switching should be prioritized by the motor switching, and it is ensured that the high voltage power supply switching is performed after the completion of the transition. At this time, on the basis of the above high-voltage power supply switching and motor switching logic, switching is performed to respond to a drive related component instruction (battery/motor) of the active loop, that is, the second motor controller 220 and the second battery manager 240 corresponding to the other communication link implement a drive operation in combination with the second power battery and the second motor.
In the system structure shown in fig. 4, the first motor controller 210, the second motor controller 220, the first battery manager 230, and the second battery manager 240 are all separately connected to the vehicle controller 300, and there are four corresponding communication links, that is, the vehicle controller 300 — the first motor controller 210, the vehicle controller 300 — the second motor controller 220, the vehicle controller 300 — the first battery manager 230, and the vehicle controller 300 — the second battery manager 240.
Referring to fig. 4 in combination, in an embodiment, the motor control and battery management apparatus 200 includes a first motor controller 210, a first battery manager 230, a second motor controller 220, a second battery manager 240, a high-voltage parallel manager 250, a first motor (not shown), a second motor (not shown), a first power battery (not shown), and a second power battery (not shown), the first motor controller 210 is connected to the first motor, the first motor controller 210 and the second motor controller 220 are respectively connected to the vehicle controller 300, the first motor controller 210 is connected to the first motor, the second motor controller 220 is connected to the second motor, the high-voltage parallel manager 250 is connected to the vehicle controller 300 and the first battery manager 230, the high-voltage parallel manager 250 is connected to the vehicle controller 300 and the second battery manager 240, the first battery manager 230 is connected to the first power battery, the second battery manager 240 is connected to the second power battery, and the first motor controller 210, the first battery manager 230, the second motor controller 220, the second battery manager 240, and the high-voltage parallel manager 250 are all connected to the low-voltage parallel manager 130.
Specifically, the vehicle redundancy control system of the embodiment is the same as the vehicle redundancy control system in the embodiment shown in fig. 3, and can realize similar high-voltage power supply switching, low-voltage power supply switching and motor switching control strategies under the control action of the controller, and the difference between the two strategies is only that when the communication switching operation is performed, the scheme of the embodiment can realize single high-voltage switching or motor switching, so as to continue four-wheel drive running, or have a battery with a full capacity to perform two-wheel drive running (when a communication link corresponding to a single motor fails, the communication link is directly cut off, and no adjustment is needed for the high-voltage part). While the system corresponding to fig. 3 needs to synchronously switch the high voltage and the motor when performing communication switching.
According to the scheme of the embodiment, a double high-voltage power battery and high-voltage parallel manager 250, a plurality of low-voltage storage batteries 120 and a low-voltage parallel manager 130 are introduced, communication is independently designed, a low-voltage power supply double-loop design is performed on a drive control component and a cooling system adjusting component, and then corresponding strategies of high-voltage power supply, low-voltage power supply, communication and motor control switching are designed based on the vehicle fault condition under the framework design so as to optimize driving and meet the requirement of continuous driving under the fault condition.
In the vehicle redundancy control system, the low-voltage parallel manager 130 is simultaneously connected to the dc converter 110 and the plurality of storage batteries 120, and when the vehicle controller 300 and the motor control and battery management device 200 perform low-voltage power supply, the vehicle controller 300 may select a proper low-voltage power supply mode to perform low-voltage power supply control in combination with the operating states of the dc converter 110 and the plurality of storage batteries 120, so that even if a fault occurs in the storage battery 120 or the dc converter 110, the vehicle redundancy control system can still ensure that low-voltage power supply is performed for the motor control and battery management device 200 and the vehicle controller 300, thereby preventing the motor control and battery management device 200 or the vehicle controller 300 from operating and failing. Through the scheme, the low-voltage power supply part is designed in a redundant mode, so that the vehicle can still normally run after the single-point failure is met, and the safety performance of the vehicle in a risk scene is improved.
Referring to fig. 5, a control method of the vehicle redundancy control system includes step S100, step S200 and step S300.
Step S100, acquiring the working state information of the storage battery and the working state information of the direct current converter and carrying out fault analysis; step S200, when the fact that the direct current converter and the storage battery have no power supply faults is obtained through analysis, the direct current converter is controlled to supply power, and meanwhile the direct current converter is controlled to charge the storage battery; and step S300, when the fact that the power supply fault of the direct current converter occurs and the storage batteries are not in the power feeding state is obtained through analysis, the storage batteries are controlled to be connected in parallel to supply power.
Further, in one embodiment, step S400 is also included after step S100. And step S400, when the power supply fault of any storage battery is analyzed, the storage battery is disconnected with the low-voltage parallel manager.
Specifically, as shown in the foregoing embodiments and the accompanying drawings, the dc converter 110 converts one dc power source into another dc power source with different output characteristics, and the motor control and battery management apparatus 200 performs a motor-driven operation and a power battery-driven operation. In the solution of this embodiment, the plurality of storage batteries 120 are respectively connected to the low voltage parallel manager 130, the voltage parallel manager can respectively realize the charging operation of each storage battery 120, and can avoid mutual charging between each storage battery 120, and at the same time, the voltage parallel manager can also realize the parallel connection between the storage batteries 120, thereby realizing the low voltage power supply operation by using the plurality of storage batteries 120. The low-voltage parallel manager 130 is directly connected to the vehicle controller 300 and the motor control and battery management device 200, and the electric energy in the storage battery 120 or the electric energy converted by the dc converter 110 is selectively controlled by the low-voltage parallel manager 130 and correspondingly transmitted to the vehicle controller 300 and the motor control and battery management device 200 for low-voltage power supply.
The vehicle control unit 300 is configured to obtain the working state information of the storage battery and the working state information of the dc converter; when any storage battery 120 has power supply failure, the connection between the storage battery 120 and the low-voltage parallel manager 130 is cut off; when a power supply failure occurs in the dc converter 110 and none of the storage batteries 120 is in a power feeding state, the storage batteries 120 are controlled to be connected in parallel to supply power.
The battery operating state information includes information on whether the battery 120 is out of order and information on the operating state of the charging circuit formed by the battery 120 and the low voltage parallel manager 130, and each of the battery 120 and the low voltage parallel manager 130 may form a separate charging circuit. Similarly, the dc converter operating state information includes information on whether the dc converter 110 has failed and information on the operating state of the charging circuit formed by the dc converter 110 and the low voltage parallel manager 130.
After the vehicle controller 300 obtains the battery operating state information and the dc converter operating state information, further analysis operation is performed, and if the analysis result shows that one of the batteries 120 has a fault, the vehicle controller 300 cuts off the failed battery 120 from the system, and low-voltage power supply is performed by using the battery 120 that has not failed or the electric energy converted by the dc converter. It is understood that when there are a plurality of failed storage batteries 120, the vehicle redundancy control system may be cut off for each of the storage batteries 120 that will fail.
It should be noted that in a more detailed embodiment, the output of the dc converter 110 may be preferentially used for low voltage power supply operation, and if the dc converter 110 fails, the battery 120 may be used for power supply operation. For example, when the vehicle control unit 300 detects that the dc converter 110 is out of order and each battery 120 is not in the feeding state, the plurality of batteries 120 are connected in parallel by controlling the lines in the voltage parallel manager, and the parallel batteries 120 are used to implement the low-voltage power supply operation.
In other embodiments, only one of the storage batteries 120 may be connected to perform the low-voltage power supply operation when the dc converter 110 fails, and different selections may be specifically performed according to user requirements. For example, when a fault of the dc converter 110 is detected, but when the storage batteries 120 are all in the feeding state, one of the storage batteries 120 which is not in the feeding state is directly controlled to be connected to the low-voltage parallel manager 130, so as to implement the low-voltage power supply operation.
It should be noted that in one embodiment, the dc converter 110 is a type of dc converter 110 that converts a higher dc power source to a lower dc power source. Correspondingly, the low-voltage parallel manager 130 is connected to one end of the dc converter 110 and the low-voltage end of the dc converter 110, and the connection manner of the high-voltage end of the dc converter 110 is not unique. In a more detailed embodiment, referring to fig. 2, the dc converter 110 may be connected to the motor control and battery management device 200 to implement DCDC conversion by the higher dc power in the motor control and battery management device 200, so as to provide low-voltage power to the motor control and battery management device 200 and the vehicle controller 300.
If it is detected that the dc converter 110 and the battery 120 are normal, the low-voltage parallel manager 130 will perform the adjustment through the internal switching circuit, and preferentially use the dc power outputted by the dc converter 110 for low-voltage power supply. Meanwhile, the direct-current power supply output by the direct-current converter 110 is considered to supplement power for the storage battery 120 with low electric quantity, and the situation that two or more storage batteries 120 are connected in parallel and are mutually charged is not caused in a normal situation.
Referring to fig. 7, in an embodiment, the control method further includes step S500, step S600, and step S700.
Step S500, detecting whether the first power battery and the second power battery in the motor control and battery management device have self faults or communication faults; step S600, when the first power battery has a self fault or a communication fault, controlling the second power battery to be connected to carry out high-voltage power supply; and step S700, when the second power battery has a self fault or a communication fault, controlling the first power battery to be connected to carry out high-voltage power supply.
Specifically, in the vehicle operation process, the vehicle control unit 300 may perform power battery operation detection, so as to implement high-voltage redundant control. Whether the first power battery and the second power battery in the motor control and battery management device 200 have faults or communication faults is detected in real time, that is, whether the first power battery and the second power battery are damaged, whether the communication between the first power battery and the first battery manager 230 is normal, and whether the communication between the second power battery and the second battery manager 240 is normal are detected.
Under the condition that the detection contents are normal, the vehicle controller 300 does not need to perform line switching, and only needs to provide power by using one power battery as a power supply through the management and control of the high-voltage parallel manager 250, and simultaneously drives the front wheels and the rear wheels of the vehicle, so as to realize four-wheel drive. It is understood that it is not unique to specifically use which power battery is used as the power source in such a detection result, and in one embodiment, the priority is established between the first power battery and the second power battery, and the power battery with a higher priority is used as the power source in such a detection result. In another embodiment, the electric quantity detection of the first power battery and the second power battery can be carried out in real time, and in this case, the power battery with higher electric quantity is preferentially adopted as the power supply. Further, in one embodiment, the vehicle control unit 300 may further employ a corresponding power battery as a power source in combination with the actual driving mode, for example, in sport mode, a power battery with relatively high output power is preferred as the power source, and the switching between the two power batteries should have a time lag to avoid frequent switching.
When a fault is detected, the fault can be divided into two different fault types, wherein one fault type is that the first power battery has a self fault or a communication fault, and the other fault type is that the second power battery has a self fault or a communication fault. When the first power battery has a self fault or a communication fault, the first power battery cannot be used as a power supply to output power, and at this time, the vehicle controller 300 sends a corresponding signal to cut off the connection between the first power battery and the first battery management system, directly switches to the connection between the second power battery through the high-voltage parallel manager 250, and uses the second power battery as a power supply to realize the four-wheel drive operation of the vehicle.
Similarly, when the failed second power battery is detected, the vehicle controller 300 will send a corresponding signal to cut off the connection between the second power battery and the second battery management system, and directly switch to the connection between the first power battery through the high-voltage parallel manager 250, and use the first power battery as a power source to implement the four-wheel drive operation of the vehicle.
Referring to fig. 8, in an embodiment, the control method further includes step S800, step S900, and step 910.
Step S800, detecting whether the first motor and the second motor in the motor control and battery management device have self faults or communication faults; step S900, when the first motor has a self fault or a communication fault, the second motor is controlled to be connected to carry out two-wheel driving; step S910, when the second motor has a fault or communication fault, the first motor is controlled to be connected to perform two-wheel driving.
Specifically, in the driving process of the vehicle, the vehicle control unit 300 may also detect the operation of the motor, so as to implement the redundant control of the motor. At this time, whether the first motor and the second motor have a fault or a communication fault is detected in real time, that is, whether the first motor has a fault in operation, whether the communication between the first motor and the first motor controller 210 is normal, whether the second motor has a fault in operation, and whether the communication between the second motor and the second motor controller 220 is normal.
When the faults do not occur, the first motor drives the front wheels of the vehicle, and the second motor drives the rear wheels of the vehicle, so that the four-wheel drive control of the vehicle is realized. When the first motor fails, specifically including self failure and communication failure, the first motor cannot be used for normal front wheel driving operation, and the vehicle controller 300 switches the torque to the other normal motor (i.e., the second motor), so as to implement two-wheel driving operation, thereby ensuring that the vehicle can still normally run when the first motor cannot be driven normally. Similarly, after the second motor has a failure or a communication failure, the vehicle controller 300 switches the torque to the torque based on another normal motor (i.e., the first motor), so as to implement the two-wheel driving operation, and ensure that the vehicle can still run normally when the second motor cannot drive normally.
It should be noted that the specific types of the first and second motors are not exclusive and may be both permanent magnet motors or both induction motors, or both permanent magnet and induction motors. For different types of motors, when switching is performed in case of failure, corresponding switching operations can be distinguished. In the switching process, if the motor is a permanent magnet motor, negotiation with a motor controller is required, the whole vehicle control module requests the motor controller corresponding to the motor with the fault to disengage the clutch, or the motor controller automatically keeps disengaging the clutch according to the serious fault condition of the motor controller. If the induction motor is an induction motor, the vehicle controller 300 only needs to request to disconnect excitation or automatically disconnect excitation. In other embodiments, the motor corresponding to the position where the fault occurs can be switched off by switching the power battery in a high-voltage power supply switching mode synchronously in combination with the short circuit risk of the motor loop.
Referring to fig. 9, in an embodiment, the control method further includes step S920 and step S930.
Step S920, detecting whether a communication fault exists in a communication link between the vehicle control unit and the motor control and battery management device; step S930, correspondingly adjusting the operating state of the motor control and battery management device according to the detection result.
Specifically, during the driving process of the vehicle, the vehicle control unit 300 further performs communication fault detection on a communication link between the vehicle control unit and the motor control and battery management device 200, and adjusts the operating state of the motor control and battery management device 200 according to the detection result, that is, adjusts the access conditions of the motor and the power battery in the operating state of the motor control and battery management device 200.
It is understood that the communication link between the vehicle control unit 300 and the motor control and battery management device 200 is not unique, and the communication link may be different for different motor control and battery management device 200 structures. In the system structure shown in fig. 3, a communication link is formed between the vehicle controller 300, the first motor controller 210 and the first battery manager, and a second communication link is formed between the vehicle controller 300, the second motor controller 220 and the second battery manager 240, when a communication fault (which may include the case of BusOff, etc.) occurs in any one of the communication links, the corresponding driving operation cannot be completed, and a synchronous switching between high voltage and the motor needs to be performed, where the switching should be prioritized by the motor switching, and it is ensured that the high voltage power supply switching is performed after the completion of the transition. At this time, on the basis of the above high-voltage power supply switching and motor switching logic, switching is performed to respond to a drive related component instruction (battery/motor) of the active loop, that is, the second motor controller 220 and the second battery manager 240 corresponding to the other communication link implement a drive operation in combination with the second power battery and the second motor.
In the system structure shown in fig. 4, the first motor controller 210, the second motor controller 220, the first battery manager 230, and the second battery manager 240 are all separately connected to the vehicle controller 300, and there are four corresponding communication links, that is, the vehicle controller 300 — the first motor controller 210, the vehicle controller 300 — the second motor controller 220, the vehicle controller 300 — the first battery manager 230, and the vehicle controller 300 — the second battery manager 240.
According to the control method of the vehicle redundancy control system, the double high-voltage power batteries, the high-voltage parallel manager 250, the low-voltage storage batteries 120 and the low-voltage parallel manager 130 are introduced, communication is independently designed, the low-voltage power supply double-loop design is carried out on the drive control component and the cooling system adjusting component, and then the corresponding strategies of high-voltage power supply, low-voltage power supply, communication and motor control switching are designed based on the vehicle fault condition under the architecture design, so that after a single point fails, the vehicle can still run normally, the requirements of optimizing driving and continuing driving under the fault are met, and the safety performance of the vehicle is improved under the condition that the vehicle is separated from a risk scene.
A vehicle comprises the vehicle redundancy control system, and a vehicle control unit 300 is used for driving control according to the control method.
Specifically, as shown in the foregoing embodiments and drawings, the vehicle redundancy control system and the control method are not described herein again, and according to this scheme, a dual high-voltage power battery and high-voltage parallel manager 250, a plurality of low-voltage batteries 120 and a low-voltage parallel manager 130 are introduced into a vehicle, communication is designed independently, low-voltage power supply dual-loop design is performed on a drive control component and a cooling system adjustment component, and then a corresponding strategy for switching between high-voltage power supply, low-voltage power supply, communication and motor control is designed based on a vehicle fault condition under the architecture design, so that after a single point failure is met, the vehicle can still run normally, so as to optimize driving and meet the requirement for continuing driving under the fault condition, and the safety performance of the vehicle in a risk scene is improved.
The technical features of the embodiments described above may be arbitrarily combined, and for the sake of brevity, all possible combinations of the technical features in the embodiments described above are not described, but should be considered as being within the scope of the present specification as long as there is no contradiction between the combinations of the technical features.
The above-mentioned embodiments only express several embodiments of the present application, and the description thereof is more specific and detailed, but not construed as limiting the claims. It should be noted that, for a person skilled in the art, several variations and modifications can be made without departing from the concept of the present application, which falls within the scope of protection of the present application. Therefore, the protection scope of the present patent shall be subject to the appended claims.
Claims (10)
1. A vehicle redundancy control system, comprising:
a motor control and battery management device;
the low-voltage parallel manager is connected with the motor control and battery management device;
a plurality of storage batteries respectively connected with the low-voltage parallel manager;
the direct current converter is connected with the low-voltage parallel manager;
and the vehicle control unit is connected with the low-voltage parallel manager and the motor control and battery management device.
2. The vehicle redundancy control system of claim 1, further comprising a cooling control valve and a cooling control pump, wherein the cooling control valve and the cooling control pump are respectively connected to the vehicle controller, and the cooling control valve and the cooling control pump are both connected to the low-voltage parallel manager.
3. The vehicle redundancy control system of any of claims 1-2, wherein the motor control and battery management apparatus comprises a first motor controller, a first battery manager, a second motor controller, a second battery manager, a high voltage parallel manager, a first motor, a second motor, a first power battery, and a second power battery, the first motor controller being connected to the first motor, the first motor controller being connected to the vehicle controller, the first motor controller being connected to the first battery manager, the first battery manager being connected to the high voltage parallel manager, the first battery manager being connected to the first power battery, the second motor controller being connected to the second motor, the second motor controller being connected to the vehicle controller, the second motor controller being connected to the second battery manager, the second battery manager is connected with the high-voltage parallel manager, the first motor controller, the first battery manager and the high-voltage parallel manager are all connected with the low-voltage parallel manager, and the second battery manager is connected with the second power battery.
4. The vehicle redundancy control system of any one of claims 1 to 2, wherein the motor control and battery management apparatus comprises a first motor controller, a first battery manager, a second motor controller, a second battery manager, a high voltage parallel manager, a first motor, a second motor, a first power battery, and a second power battery, the first motor controller is connected to the first motor, the first motor controller and the second motor controller are respectively connected to the vehicle controller, the first motor controller is connected to the first motor, the second motor controller is connected to the second motor, the high voltage parallel manager is connected to the vehicle controller and the first battery manager, the high voltage parallel manager is connected to the vehicle controller and the second battery manager, the first battery manager is connected to the first power battery, the second battery manager is connected with the second power battery, and the first motor controller, the first battery manager, the second motor controller, the second battery manager and the high-voltage parallel manager are all connected with the low-voltage parallel manager.
5. A control method of a vehicle redundancy control system according to any one of claims 1 to 4, comprising:
acquiring the working state information of the storage battery and the working state information of the direct current converter and performing fault analysis;
when the fact that the direct current converter and the storage battery have no power supply fault is obtained through analysis, the direct current converter is controlled to supply power, and meanwhile the direct current converter is controlled to charge the storage battery;
and when the power supply fault of the direct current converter is analyzed and the storage batteries are not in a power feeding state, controlling the storage batteries to be connected in parallel for supplying power.
6. The control method according to claim 5, wherein after the step of obtaining the battery operating state information and the dc converter operating state information and performing the fault analysis, the method further comprises:
and when the analysis result shows that any storage battery has power supply failure, the connection between the storage battery and the low-voltage parallel manager is cut off.
7. The control method according to claim 5, characterized by further comprising:
detecting whether a first power battery and a second power battery in the motor control and battery management device have self faults or communication faults or not;
when the first power battery has self fault or communication fault, controlling the second power battery to be connected to carry out high-voltage power supply;
and when the second power battery has self fault or communication fault, controlling the first power battery to be connected for high-voltage power supply.
8. The control method according to claim 5, characterized by further comprising:
detecting whether a first motor and a second motor in the motor control and battery management device have self faults or communication faults or not;
when the first motor has self fault or communication fault, controlling the second motor to be connected to carry out two-wheel drive;
and when the second motor has self fault or communication fault, controlling the first motor to be connected to carry out two-wheel drive.
9. The control method according to claim 5, characterized by further comprising:
detecting whether a communication fault exists in a communication link between the vehicle control unit and the motor control and battery management device;
and correspondingly adjusting the working state of the motor control and battery management device according to the detection result.
10. A vehicle comprising the vehicle redundancy control system according to any one of claims 1 to 4, wherein the vehicle control unit is configured to perform drive control according to the control method according to any one of claims 5 to 9.
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