CN115257375A - High-voltage power-on and power-off control method for pure electric vehicle - Google Patents
High-voltage power-on and power-off control method for pure electric vehicle Download PDFInfo
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- CN115257375A CN115257375A CN202210722349.0A CN202210722349A CN115257375A CN 115257375 A CN115257375 A CN 115257375A CN 202210722349 A CN202210722349 A CN 202210722349A CN 115257375 A CN115257375 A CN 115257375A
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- 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
- B60L3/003—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to inverters
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Abstract
The invention discloses a pure electric vehicle whole vehicle high-voltage power-on and power-off control method, wherein a whole vehicle controller judges the state of a whole vehicle after detecting that a vehicle has a high-voltage requirement, sends a high-voltage instruction and simultaneously receives the states of all controllers when the state of the whole vehicle is normal, and sends a high-voltage component enabling command after a VCU judges that power-on is completed; the VCU judges that the whole vehicle needs to be powered off, and sends a power-off instruction after the vehicle meets the power-off condition. In the high-voltage power-on and power-off process of the vehicle, the VCU only needs to detect the state of each controller, and does not need to check the specific execution result of each step in the power-on and power-off process, so that the high-voltage power-on and power-off process is optimized.
Description
Technical Field
The invention belongs to the field of high-voltage power-on and power-off control of pure electric vehicles, and particularly relates to a whole vehicle high-voltage power-on and power-off control method of a pure electric vehicle.
Background
With diversification of global energy structures and increasingly remarkable environmental pollution problems, new energy automobile technology is rapidly developed and faces huge challenges.
The more complex the whole vehicle system is, the more important the whole vehicle control is, the new energy vehicle control method is one of the difficult problems of the whole vehicle development, the optimal design of the whole vehicle power-on and power-off control method is not only the basis of the whole vehicle control, but also an important link for improving the whole vehicle reliability, and the existing power-on and power-off control method has a simpler flow, so that the equipment cannot exert all functions in the using process, the working efficiency of the equipment is indirectly influenced, and the using requirements of people cannot be well met.
CN111532137A discloses a high-voltage power-on and power-off control method for a new energy automobile, which divides high-voltage power-on and power-off control states into nine states: the method comprises the following steps of initializing a state, closing a contactor, closing the contactor, opening the contactor, completing high-voltage electrification, blocking the closing state of the contactor, blocking the opening state of the contactor and stopping emergently; the VCU sends high-voltage power-on and power-off command requests to the BMS, and the BMS controls the main negative relay, the pre-charging relay and the main positive relay after receiving the high-voltage power-on and power-off command requests of the VCU; the VCU can send three working state requests of an initialization state, an enabling state and an emergency stop state to the MCU, and after the MCU receives the enabling state request and feeds back the ready state, the VCU can carry out torque or rotating speed mode control on the motor. The invention not only reduces the damage to the BMS system and the MCU system in the high-voltage power-on and power-off process, but also improves the safety and the robustness of the whole vehicle high-voltage power system.
CN109823285A discloses a high-voltage power-on and power-off control method and a control system for an electric vehicle, which, after receiving a power-on signal of the vehicle, under the condition that a pre-charging contactor is closed, if voltages of a main positive contactor and a main negative contactor at ends close to a load are greater than a first set value, determine that a main negative contactor is in an adhesion fault; after the vehicle electrifying signal is received, under the condition that the total negative contactor has no fault and the total negative contactor is closed, if the voltages of the total positive contactor and the total negative contactor close to one end of the load are larger than a second set value, the adhesion fault of the total positive contactor is judged. Therefore, the voltage of one end, close to the load, of the total positive contactor and the voltage of one end, close to the load, of the total negative contactor are combined, whether the adhesion fault occurs in the total positive contactor or the total negative contactor can be accurately diagnosed through the control process, and therefore reliable energy output of the power battery is guaranteed.
Disclosure of Invention
In order to solve the problems in the prior art, the invention provides a pure electric vehicle whole vehicle high-voltage power-on and power-off control method, a whole Vehicle Controller (VCU) judges the state of a whole vehicle after detecting that a vehicle has a high-voltage requirement, sends a high-voltage command and simultaneously receives the states of all controllers when the state of the whole vehicle is normal, and sends a high-voltage component enabling command after the VCU judges that power-on is completed; the VCU judges that the whole vehicle needs to be powered off, and sends a power-off command when the vehicle meets the power-off condition. In the high-voltage power-on and power-off process of the vehicle, the VCU only needs to detect the state of each controller, and does not need to check the specific execution result of each step in the power-on and power-off process, so that the high-voltage power-on and power-off process is optimized.
The invention is realized by the following technical scheme:
a pure electric vehicle whole high-voltage power-on and power-off control method comprises the following steps:
step one, a vehicle controller judges whether the vehicle needs high voltage;
step two, if the whole vehicle needs high voltage, the whole vehicle controller further judges whether the state of the whole vehicle is normal;
step three, if the state of the whole vehicle is judged to be normal, the whole vehicle controller sends a high-voltage instruction on the whole vehicle;
step four, completing the high-voltage electrification of the vehicle, and controlling the enabling of each high-voltage part by the vehicle control unit;
step five, the vehicle controller judges whether the vehicle needs to be powered down under an emergency high voltage, and if the vehicle needs to be powered down emergently, an emergency power-down instruction is sent;
step six, if the whole vehicle does not need to be powered down under the emergency high voltage, the whole vehicle controller further judges whether the high voltage is needed to be powered down;
step seven, if the whole vehicle is judged to need high voltage, the whole vehicle controller further judges whether the whole vehicle meets the high voltage condition;
step eight, if the whole vehicle meets the high-voltage-discharging condition, the whole vehicle controller sends a whole vehicle high-voltage-discharging instruction;
and step nine, after the high-voltage power-off of the whole vehicle is finished, the VCU controls the electric drive system to actively discharge.
Further, in the step one, the working condition that the whole vehicle needs to be charged with high pressure includes:
the key position is in an ON gear;
the vehicle has a charging request;
the vehicle has an automatic power supplement request;
and if any one of the working conditions is met, judging that the whole vehicle needs high pressure.
Further, in the second step, the condition for judging the normal state of the whole vehicle includes:
1) If the whole vehicle is in a key position and is high-voltage under the ON gear working condition, the whole vehicle state normally meets the following conditions:
the high-voltage interlocking state is normal;
normal insulation state of battery
The battery pack alarm level is not equal to the forbidden high voltage;
DCDC status is normal or slightly faulty;
2) If the whole vehicle is in a high voltage state under the condition that the vehicle has a charging request, the whole vehicle state normally needs to meet the following conditions at the same time:
the high-voltage interlocking state is normal;
the battery insulation state is normal;
the battery pack alarm level is not equal to the forbidden high voltage;
DCDC status is normal or slightly faulty;
OBC status ≠ fault.
3) If the whole vehicle is in a working condition that the vehicle has an automatic power supply request, the state of the whole vehicle normally meets the following conditions:
the charging gun is not connected;
the high-voltage interlocking state is normal;
the battery insulation state is normal;
the battery pack alarm level is not equal to the forbidden high voltage;
DCDC status is normal or slightly faulty;
SOC≥10％；
the power supply gear is an OFF or ACC gear;
the nacelle cover is in a closed state.
Further, the fourth step of judging that the vehicle high-voltage power-on is completed includes the following conditions:
1) If the whole vehicle is in the key position and powered ON in the ON gear or the vehicle has the automatic power supply request working condition, the BMS needs to feed back the battery pack state to be powered ON;
2) If the whole vehicle is powered on under the condition that the vehicle has a charging request, the BMS needs to feed back the battery pack state to be powered on or the battery is heated.
And further, if the vehicle is judged to be not powered on under high voltage in the fourth step, the vehicle controller sends a vehicle high voltage command.
Further, in the fourth step, the high-voltage components controlled and enabled by the vehicle control unit comprise DCDC, PTC and compressor enable.
Further, in the fifth step, if any one of the following conditions is met, it is determined that the whole vehicle needs emergency high pressure:
the vehicle is collided;
the warning level of the BMS battery pack is emergency power-off.
Further, in the sixth step, if any one of the following conditions is met, it is determined that the entire vehicle needs to be boosted under high voltage:
the power supply mode is OFF or ACC and the vehicle is not charging;
a high voltage interlock failure;
a battery insulation failure;
the battery pack alarm level is forbidden to be high-voltage;
DCDC status is general or severe failure;
the OBC state is fault in the charging state.
Further, in the seventh step, if all the following conditions are met simultaneously, it is determined that the whole vehicle meets the following high-pressure conditions:
the vehicle speed is less than 5km/h;
the electric drive system is in a power-off state;
the PTC and compressor states are powerable.
Further, in the seventh step, if the whole vehicle does not meet the high-voltage-off condition, the whole vehicle controller waits for the whole vehicle to meet the high-voltage-off condition; and if the longest waiting time is exceeded, directly executing the step eight.
The invention has the following advantages:
the invention provides a pure electric vehicle whole vehicle high-voltage power-on and power-off control method, which comprises the steps that a whole vehicle controller judges the state of a whole vehicle after detecting that a vehicle has a high-voltage requirement, the whole vehicle state is normal, a high-voltage command is sent and the states of all controllers are received at the same time, and a VCU sends a high-voltage component enabling command after judging that the power-on is completed; the VCU judges that the whole vehicle needs to be powered off, and sends a power-off instruction after the vehicle meets the power-off condition. In the high-voltage power-on and power-off process of the vehicle, the VCU only needs to detect the state of each controller, and does not need to check the specific execution result of each step in the power-on and power-off process, so that the high-voltage power-on and power-off process is optimized.
Drawings
Fig. 1 is a flowchart of a method for controlling a whole pure electric vehicle to be powered on and powered off under high voltage according to an embodiment of the present invention.
Detailed Description
The technical scheme of the invention is further explained by combining the drawings and the embodiment as follows:
a pure electric vehicle whole vehicle high-voltage power-on and power-off control method comprises the following steps:
step one, a vehicle controller judges whether the vehicle needs high voltage;
step two, if the whole vehicle needs high voltage, the whole vehicle controller further judges whether the state of the whole vehicle is normal;
step three, if the state of the whole vehicle is judged to be normal, the whole vehicle controller sends a high-voltage instruction on the whole vehicle;
step four, completing the high-voltage electrification of the vehicle, and controlling the enabling of each high-voltage part by the vehicle control unit;
step five, the vehicle controller judges whether the vehicle needs to be powered down under an emergency high voltage, and if the vehicle needs to be powered down emergently, an emergency power-down instruction is sent;
step six, if the whole vehicle does not need to be powered down under the emergency high voltage, the whole vehicle controller further judges whether the high voltage is needed to be powered down;
step seven, if the whole vehicle is judged to need high voltage, the whole vehicle controller further judges whether the whole vehicle meets the high voltage condition;
step eight, if the whole vehicle meets the high-voltage-discharging condition, the whole vehicle controller sends a whole vehicle high-voltage-discharging instruction;
and step nine, after the high-voltage power-off of the whole vehicle is finished, the VCU controls the electric drive system to actively discharge.
Further, in the step one, the working condition that the whole vehicle needs to be charged with high pressure includes:
the key position is in an ON gear;
the vehicle has a charging request;
the vehicle has an automatic power supplement request;
and if any one of the working condition conditions is met, judging that the whole vehicle needs high pressure.
Furthermore, in the second step, the condition for judging the vehicle state is normal includes:
1) If the whole vehicle is in the high voltage state under the ON gear working condition at the key position, the whole vehicle state normally needs to meet the following conditions at the same time:
the high-voltage interlocking state is normal;
normal battery insulation state
The battery pack alarm level is not equal to the forbidden high voltage;
the DCDC state is normal or slight fault;
2) If the whole vehicle is in a charging request working condition of the vehicle, the high voltage electricity is applied, and the state of the whole vehicle normally meets the following conditions at the same time:
the high-voltage interlocking state is normal;
the battery insulation state is normal;
the battery pack alarm level is not equal to the forbidden high voltage;
DCDC status is normal or slightly faulty;
OBC status ≠ fault.
3) If the whole vehicle is in a working condition that the vehicle has an automatic power supply request, the state of the whole vehicle normally meets the following conditions:
the charging gun is not connected;
the high-voltage interlocking state is normal;
the battery insulation state is normal;
the battery pack alarm level is not equal to the forbidden high voltage;
DCDC status is normal or slightly faulty;
SOC≥10％；
the power supply gear is an OFF or ACC gear;
the nacelle cover is in a closed state.
Further, in the second step, if the state of the whole vehicle is judged to be abnormal, the VCU sends a command of discharging high voltage of the whole vehicle.
Further, the fourth step of judging that the vehicle high-voltage power-on is completed comprises the following conditions:
1) If the whole vehicle is in the key position and powered ON in the ON gear or the vehicle has the automatic power supply request working condition, the BMS needs to feed back the battery pack state to be powered ON;
2) If the whole vehicle is powered on under the condition that the vehicle has a charging request, the BMS needs to feed back the battery pack state to be powered on or the battery is heated.
Furthermore, if the vehicle high-voltage power-on is not finished in the fourth step, the vehicle controller sends a vehicle high-voltage command.
Further, in the fourth step, the high-voltage components controlled to be enabled by the vehicle controller include DCDC, PTC and compressor enable.
Further, in the fifth step, if any one of the following conditions is met, it is determined that the whole vehicle needs emergency high pressure:
the vehicle is collided;
the warning level of the BMS battery pack is emergency power-off.
Further, in the sixth step, if any one of the following conditions is met, it is determined that the entire vehicle needs to be boosted under high voltage:
the power supply mode is OFF or ACC and the vehicle is not charging;
a high voltage interlock failure;
a battery insulation failure;
the battery pack alarm level is forbidden to be high-voltage;
DCDC status is general or severe failure;
the OBC state is fault in the charging state.
Further, in the seventh step, if all the following conditions are met simultaneously, it is determined that the whole vehicle meets the following high-pressure conditions:
the vehicle speed is less than 5km/h;
the electric drive system is powered down;
the PTC and compressor states are powerdown.
Furthermore, in the seventh step, if the whole vehicle does not meet the high-voltage-off condition, the whole vehicle controller waits for the whole vehicle to meet the high-voltage-off condition; and if the longest waiting time is exceeded, directly executing the step eight.
Example 1
As shown in fig. 1, a pure electric vehicle high-voltage power-on and power-off control method includes the following steps:
step S1: and the VCU judges whether the whole vehicle needs high voltage, if so, executes the step S3, and if not, executes the step S2.
The working conditions of high voltage and electricity needed by the whole vehicle comprise the following three working conditions:
s11, the key is positioned at the ON gear
S12, the vehicle has a charging request
S13, the vehicle has an automatic power supply request
Step S2: the VCU continuously detects whether the whole vehicle needs high voltage.
And step S3: and the VCU judges whether the state of the whole vehicle is normal, if so, the step S5 is executed, and if not, the step S4 is executed.
The whole vehicle state normally comprises:
if the whole vehicle is high-voltage under the S11 working condition, the following requirements are met:
s3111: normal high voltage interlock condition
S3112: normal insulation state of battery
S3113: the battery pack alarm level is not equal to the forbidden high voltage
S3114: DCDC status as normal or minor fault
If the whole vehicle is high-voltage under the S12 working condition, the following requirements are met:
s3121: normal high voltage interlock condition
S3122: normal battery insulation state
S3123: the alarm level of the battery pack is not equal to the forbidden high voltage
S3124: DCDC status as normal or minor fault
S3125: OBC State ≠ Fault
If the whole vehicle is in a high voltage state under the working condition of S13, the following conditions are met:
s3131: the charging gun is not connected
S3132: high voltage interlock condition normal
S3133: normal insulation state of battery
S3134: the battery pack alarm level is not equal to the forbidden high voltage
S3135: DCDC status as normal or minor fault
S3136：SOC≥10％
S3137: the power supply gear is OFF or ACC gear
S3138: with the nacelle cover in a closed state
And step S4: and the VCU sends a high-voltage command under the whole vehicle.
Step S5: and the VCU sends a high-voltage instruction on the whole vehicle.
Step S6: and the VCU judges whether the whole vehicle finishes high-voltage electrification, if so, executes the step S8, and otherwise, executes the step S7.
If the whole vehicle is powered on under the working condition of S11 or S13, the following requirements are met:
s6111: BMS feeds back battery pack status to power-on
If the whole vehicle is powered on under the S12 working condition, the following conditions are met:
s6121: BMS feedbacks battery pack status to power-on or battery heating
Step S7: and the VCU sends a high-voltage command of the whole vehicle.
Step S8: and after the high-voltage power-on of the vehicle is finished, the VCU controls the enabling of all high-voltage components.
Controlling the high-voltage component enable includes:
s81: DCDC, PTC, compressor enable
Step S9: the VCU judges whether the whole vehicle needs emergency high voltage, if so, the step S10 is executed, and if not, the step S11 is executed.
And (3) performing high-voltage low-voltage charging on the whole vehicle when any one of the following conditions is met:
s91: vehicle collision
S92: BMS battery pack alarm level is emergency power off
Step S10: and the VCU sends a high-voltage command of the whole vehicle in an emergency.
Step S11: and the VCU judges whether the whole vehicle needs to be powered off, if so, the step S13 is executed, and if not, the step S12 is executed.
Any one of the following requirements is met, and the whole vehicle needs to be powered off at high voltage:
s111: the power supply mode is OFF or ACC and the vehicle is not being charged
S112: high voltage interlock failure
S113: insulation failure of battery
S114: the battery pack alarm level is forbidden to have high voltage
S115: DCDC status is general or severe fault
S116: OBC state of charge is fault
Step S12: the VCU continuously detects whether the whole vehicle needs high voltage.
Step S13: and the VCU judges whether the whole vehicle meets the high-voltage power-off condition, if so, executes the step S15, and if not, executes the step S14.
The vehicle can be boosted under high voltage when the following conditions are met:
s131: the vehicle speed is less than 5km/h
S132: the electric drive system can be powered off
S133: PTC and compressor state being de-energized
Step S14: and the VCU waits for the whole vehicle to meet the high-voltage power-off condition, and directly executes the step S15 if the longest waiting time is exceeded.
Step S15: and the VCU sends a high-voltage command under the whole vehicle.
Step S16: after the voltage of the whole vehicle is reduced under high voltage, the VCU controls the electric drive system to actively discharge.
Claims (10)
1. A pure electric vehicle whole high-voltage power-on and power-off control method is characterized by comprising the following steps:
step one, a vehicle controller judges whether the vehicle needs high voltage;
step two, if the whole vehicle needs high voltage, the whole vehicle controller further judges whether the state of the whole vehicle is normal;
step three, if the state of the whole vehicle is judged to be normal, the whole vehicle controller sends a high-voltage instruction on the whole vehicle;
step four, completing the high-voltage electrification of the vehicle, and controlling the enabling of each high-voltage part by the vehicle control unit;
step five, the vehicle controller judges whether the vehicle needs to be powered down under an emergency high voltage, and if the vehicle needs to be powered down emergently, an emergency power-down instruction is sent;
step six, if the whole vehicle does not need to be powered down under the emergency high voltage, the whole vehicle controller further judges whether the high voltage is needed to be powered down;
step seven, if the whole vehicle is judged to need high voltage electricity, the whole vehicle controller further judges whether the whole vehicle meets the high voltage condition;
step eight, if the whole vehicle meets the high-voltage-discharging condition, the whole vehicle controller sends a whole vehicle high-voltage-discharging instruction;
and step nine, after the whole vehicle is powered off at high voltage, the VCU controls the electric drive system to actively discharge.
2. The pure electric vehicle high-voltage power-on and power-off control method according to claim 1, wherein in the step one, the working condition that the whole vehicle needs to be powered on with high voltage includes:
the key position is in an ON gear;
the vehicle has a charging request;
the vehicle has an automatic power supplement request;
and if any one of the working condition conditions is met, judging that the whole vehicle needs high pressure.
3. The pure electric vehicle high-voltage power-on and power-off control method according to claim 2, wherein in the second step, the judgment condition that the vehicle state is normal includes:
1) If the whole vehicle is in the high voltage state under the ON gear working condition at the key position, the whole vehicle state normally needs to meet the following conditions at the same time:
the high-voltage interlocking state is normal;
normal battery insulation state
The battery pack alarm level is not equal to the forbidden high voltage;
DCDC status is normal or slightly faulty;
2) If the whole vehicle is in a high voltage state under the condition that the vehicle has a charging request, the whole vehicle state normally needs to meet the following conditions at the same time:
the high-voltage interlocking state is normal;
the battery insulation state is normal;
the battery pack alarm level is not equal to the forbidden high voltage;
DCDC status is normal or slightly faulty;
OBC status ≠ fault.
3) If the whole vehicle is in the high voltage state under the working condition that the vehicle has an automatic power supply request, the whole vehicle state normally needs to meet the following conditions at the same time:
the charging gun is not connected;
the high-voltage interlocking state is normal;
the battery insulation state is normal;
the battery pack alarm level is not equal to the forbidden high voltage;
DCDC status is normal or slightly faulty;
SOC≥10％；
the power supply gear is an OFF or ACC gear;
the nacelle cover is in a closed state.
4. The pure electric vehicle whole vehicle high-voltage power-on and power-off control method according to claim 2, wherein the fourth step of judging that the vehicle high-voltage power-on is completed comprises the following conditions:
1) If the whole vehicle is in the key position and powered ON in the ON gear or the vehicle has the automatic power supply request working condition, the BMS needs to feed back the battery pack state to be powered ON;
2) If the whole vehicle is powered on under the condition that the vehicle has a charging request, the BMS needs to feed back the battery pack state to be powered on or the battery is heated.
5. The pure electric vehicle whole vehicle high-voltage power-on and power-off control method according to claim 1, wherein if it is judged that the vehicle high-voltage power-on is not completed in the fourth step, the whole vehicle controller sends a whole vehicle high-voltage command.
6. The pure electric vehicle high-voltage power-on and power-off control method according to claim 1, wherein in the fourth step, the high-voltage components controlled to be enabled by the vehicle controller include a DCDC, a PTC and a compressor enable.
7. The pure electric vehicle whole high-voltage power-on and power-off control method according to claim 1, characterized in that in the fifth step, if any one of the following conditions is met, it is judged that the whole vehicle needs to have high voltage in an emergency:
the vehicle is collided;
the warning level of the BMS battery pack is emergency power-off.
8. The pure electric vehicle high-voltage power-on and power-off control method according to claim 1, wherein in the sixth step, if any one of the following conditions is met, it is determined that the whole vehicle needs to be powered on under high voltage:
the power supply mode is OFF or ACC and the vehicle is not charging;
a high voltage interlock failure;
a battery insulation failure;
the battery pack alarm level is forbidden to be high-voltage;
DCDC status is general or severe failure;
the OBC state is fault in the charging state.
9. The pure electric vehicle high-voltage power-on and power-off control method according to claim 1, wherein in the seventh step, if all the following conditions are met simultaneously, it is determined that the whole vehicle meets the low-voltage conditions:
the vehicle speed is less than 5km/h;
the electric drive system is powered down;
the PTC and compressor states are powerdown.
10. The pure electric vehicle high-voltage power-on and power-off control method according to claim 1, wherein in the seventh step, if the whole vehicle does not meet the high-voltage-off condition, the whole vehicle controller waits for the whole vehicle to meet the high-voltage-off condition; and if the longest waiting time is exceeded, directly executing the step eight.
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