CN211416975U - High-voltage interlocking loop of electric automobile - Google Patents
High-voltage interlocking loop of electric automobile Download PDFInfo
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- CN211416975U CN211416975U CN201922467539.9U CN201922467539U CN211416975U CN 211416975 U CN211416975 U CN 211416975U CN 201922467539 U CN201922467539 U CN 201922467539U CN 211416975 U CN211416975 U CN 211416975U
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Abstract
The utility model relates to the technical field of charging, and discloses an electric automobile high-voltage interlocking loop, which comprises a plurality of high-voltage components, a voltage division unit and a high-voltage interlocking detection unit; each high-voltage component is internally provided with a short-circuit wire, each short-circuit wire is connected with a voltage division unit in parallel through a high-voltage component connecting port, and the voltage division values of the voltage division units are different; the high-voltage interlocking detection unit adopts a signal processor, comprises a signal sending end and a signal receiving end, and is respectively used for receiving and sending interlocking voltage signals, and the signal receiving end, the high-voltage component connecting port and the signal sending end are sequentially connected in series. The utility model discloses only set up a high-pressure interlocking detection circuitry, just can confirm the concrete part of high-pressure interlocking trouble, simple structure, and can confirm the high-pressure interlocking detection circuitry of concrete fault location when the interlocking trouble takes place for the car, improve high-pressure interlocking troubleshooting efficiency.
Description
Technical Field
The utility model relates to an electric automobile detects technical field, more specifically relates to an electric automobile high pressure interlocking return circuit.
Background
At present, in view of the worldwide problems of energy shortage and environmental pollution, the requirements for energy conservation and environmental protection of automobiles are higher and higher, and the electric steam drives the power system of the automobile to work through electric power, so that the exhaust emission can be reduced, and the environmental protection requirement can be met. The electric automobile is provided with a power battery which is used for supplying power to the electric drive system. Because the working voltage of the power battery is high, usually 400V-600V, and various components in the high-voltage system of the electric vehicle are connected through high-voltage connectors, the connection of the high-voltage components becomes one of the problems with the greatest potential safety hazard in the electric drive system.
The high-voltage interlocking is a high-voltage system safety protection method adopted by new energy automobiles, and the method is used for checking the electrical integrity of components, wires and connectors of the whole high-voltage system by using low-voltage electric signals. When the interlocking fault occurs, the power-off of the high-voltage system of the whole vehicle is ensured, and the high-voltage system can not be powered on before the fault is eliminated.
The current high-voltage interlocking detection modes are mainly divided into two types: one is to connect all the detection units in series, and report the interlocking fault as long as one of the interlocks is disconnected, but the mode cannot confirm the specific high-voltage part with the interlocking fault; the other is to perform interlock detection on a per high pressure part basis individually to be able to specifically determine the location of the failure, but this approach is not easy to layout and is complicated in strategy and also expensive in design.
Herein, the high-voltage interlock refers to checking the electrical connection integrity of all the shunts connected to the high-voltage bus on the electric vehicle, including the entire battery system, wires, connectors, DCDC, motor controller, high-voltage box, and protective cover, etc., by using the low-voltage signal. The high-voltage system uses a power battery pack as a power supply, and the low-voltage system also needs a power supply for detection to enable a low-voltage signal to be transmitted along the closed low-voltage system. Once the low-voltage signal is interrupted, the high-voltage connector is indicated to be loosened or separated.
SUMMERY OF THE UTILITY MODEL
The utility model discloses an overcome above-mentioned prior art at least one kind defect, provide a simple structure, and can confirm the high-pressure interlocking return circuit of concrete fault location when the interlocking trouble takes place for the car to improve the efficiency of high-pressure interlocking troubleshooting.
In order to solve the technical problem, the technical scheme of the utility model as follows:
the high-voltage interlocking circuit of the electric automobile comprises a plurality of high-voltage components, a voltage division unit and a high-voltage interlocking detection unit; each high-voltage component is internally provided with a short-circuit wire, each short-circuit wire is connected with a voltage division unit in parallel through a high-voltage component connecting port, and the voltage division values of the voltage division units are different; the high-voltage interlocking detection unit adopts a signal processor, comprises a signal sending end and a signal receiving end, and is respectively used for receiving and sending interlocking voltage signals, and the signal receiving end, the high-voltage component connecting port and the signal sending end are sequentially connected in series.
In the scheme, the interlocking voltage signal receiving ends have different and unique corresponding voltage values under different faults, and the fault positions are judged through the voltage signals collected by the interlocking voltage signal receiving ends.
Further, the voltage division unit adopts a resistor.
Further, the resistance values of the resistors of the voltage division units are different.
Furthermore, the voltage division units all adopt a resistor.
Further, the high-voltage components include a first high-voltage component for high-voltage power supply, a second high-voltage component for high-voltage power, a third high-voltage component unrelated to vehicle running charging power supply, and a fourth high-voltage component for high-voltage charging.
The utility model has the advantages that:
the utility model can overcome the defects that the current high-voltage interlocking detection circuit and the serial high-voltage interlocking detection system with simple structure can not determine the specific fault position; the defect that a parallel high-voltage interlocking detection system for determining a specific fault position is complex in structure and high in cost can be overcome.
The utility model discloses simple structure can confirm the high-pressure interlocking detection circuitry of concrete fault location when the interlocking trouble takes place for the car, improves high-pressure interlocking troubleshooting efficiency.
Drawings
Fig. 1 is a schematic diagram of a high-voltage interlock loop of an electric vehicle according to embodiment 1.
Detailed Description
The drawings are for illustrative purposes only and are not to be construed as limiting the patent;
for the purpose of better illustrating the embodiments, certain features of the drawings may be omitted, enlarged or reduced, and do not represent the size of an actual product; it will be understood by those skilled in the art that certain well-known structures in the drawings and descriptions thereof may be omitted. Descriptions relating to "first", "second", etc. are for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one such feature. In the present application, unless expressly stated or limited otherwise, the terms "connected" and "fixed" are to be construed broadly, e.g., "fixed" may be fixedly connected or detachably connected, or integrally formed; can be mechanically or electrically connected; they may be directly connected or indirectly connected through intervening media, or they may be connected internally or in any other suitable relationship, unless expressly stated otherwise. To those skilled in the art, the specific meaning of the above terms in the present invention can be understood according to specific situations. The technical solution of the present invention will be further explained with reference to the accompanying drawings and examples.
Example 1
As shown in fig. 1, the present embodiment provides an electric vehicle high-voltage interlock circuit, which includes a plurality of high-voltage components, a voltage dividing unit, and a high-voltage interlock detection unit for detecting voltages at two ends of the voltage dividing unit; each high-voltage component is internally provided with a short-circuit wire, each short-circuit wire is connected with a voltage division unit in parallel through a high-voltage component connecting port, and the voltage division values of the voltage division units are different; the high-voltage interlocking detection unit adopts a signal processor, comprises a signal sending end and a signal receiving end, and is respectively used for receiving and sending interlocking voltage signals, and the signal receiving end, the high-voltage component connecting port and the signal sending end are sequentially connected in series.
As a specific implementation manner of the present embodiment, the high-voltage components include a first high-voltage component for high-voltage power supply, a second high-voltage component for high-voltage power, a third high-voltage component unrelated to vehicle running charging power supply, and a fourth high-voltage component for high-voltage charging. In the embodiment, the high-voltage components of the whole vehicle are divided into 4 types, namely high-voltage charging components only related to a high-voltage charging process, such as a vehicle-mounted charger; high-voltage power components, such as motors and motor controllers, that are only relevant to vehicle travel; high-voltage power supply parts with high voltage electricity are provided for the whole vehicle, such as a power battery pack and a high-voltage distribution box; and other high-voltage components such as an air conditioner PTC and the like which are not related to the running, charging and power supplying of the vehicle. It is understood that, in the implementation process, the number of the high-voltage components is not limited to 4, i high-voltage components connected in series into the high-voltage interlocking circuit are provided, and each high-voltage component is provided with a voltage division unit connected in parallel correspondingly.
The high-voltage interlock detection unit is a signal processor which can output corresponding high-voltage loop state signals according to the high and low of the detected voltage. It is understood that how the function of the signal processor is implemented is not the focus of the present invention, and there are currently many well-established technologies that can be integrated into the processor of the BMS or a separate processor.
As a specific embodiment, the voltage dividing unit employs resistors, such as a resistor R1, a resistor R2, a resistor R3, and a resistor R4 in the figure. The resistor R1, the resistor R2, the resistor R3 and the resistor R4 are connected in parallel to the high-voltage component connecting port; for convenience of detection, the resistance values of the resistors of the voltage division units are different and have larger difference.
The working principle is as follows:
when the high-voltage component adapted to the connection port is disconnected, the resistor connected in parallel with the connection port is connected in series into the interlocking detection system, the resistor of the interlocking system is increased, the voltage of the signal receiving end changes, and at the moment, the high-voltage interlocking detection unit can judge whether the high-voltage interlocking system fails or not according to the voltage value of the receiving end, and can know which high-voltage component or multiple high-voltage components are disconnected according to the voltage value.
Specifically, when no high-voltage component is disconnected, the whole high-voltage interlocking system is unblocked, the resistor R1, the resistor R2, the resistor R3 and the resistor R4 are all short-circuited, the resistance of the high-voltage interlocking system is close to 0, and the voltage U2 of the signal receiving end is approximately equal to the voltage U1 of the signal transmitting end; if the high-voltage component 1 is disconnected, current enters the high-voltage component 2 through the resistor R1, the resistor R1 is connected in series into the high-voltage interlocking system, the resistance of the high-voltage interlocking system is R1 at the moment, the signal receiving end voltage U2 is approximately equal to U1 (R0/(R0 + R1)), and at the moment, the high-voltage interlocking detection unit not only judges that the high-voltage interlocking system is in fault through the value of U2, but also can know that the high-voltage component 1 is disconnected. Wherein, R0 is the internal resistance of the high-voltage interlock detection unit.
Similarly, if the high-voltage component 2 is disconnected, U2 ≈ U1 (R0/(R0 + R2)); if the high voltage component 3 is disconnected, U2 ≈ U1 (R0/(R0 + R3)); if the high voltage component 4 is disconnected, U2 ≈ U1 (R0/(R0 + R4)); if both the high-voltage components 1 and 2 are off, U2 ≈ U1 (R0/(R0 + R1+ R2)). The different high voltage components are disconnected and U2 has a unique corresponding value.
In actual operation, the specific component of the fault can be determined according to the value of the high-voltage interlocking signal receiving terminal U2. Specifically, if it is detected that the high-voltage interlock signal receiving terminal U2 is approximately equal to U1, the high-voltage circuit is considered to be normal, and the entire vehicle normally executes various functions. The allowable error of U2 and U1 can be set according to specific conditions.
If the high-voltage interlocking signal receiving end U2 is approximately equal to U1 (R0/(R0 + R1)), the high-voltage interlocking fault is judged to occur, and the specific component causing the high-voltage interlocking fault is a high-voltage component connected with the resistor R1 in parallel, namely a high-voltage distribution box. If the high-voltage interlocking signal receiving end U2 is approximately equal to U1 (R0/(R0 + R2)), the high-voltage interlocking fault is judged to occur, and the specific component causing the high-voltage interlocking fault is a high-voltage component connected with the resistor R2 in parallel, namely a motor. If the high-voltage interlocking signal receiving end U2 is approximately equal to U1 (R0/(R0 + R3)), the high-voltage interlocking fault is judged to occur, and the specific component causing the high-voltage interlocking fault is a high-voltage component connected in parallel with the resistor R3, namely an air conditioner PTC. If the high-voltage interlock signal receiving end U2 is approximately equal to U1 (R0/(R0 + R4)), it is determined that a high-voltage interlock fault occurs, and a specific component causing the high-voltage interlock fault is a high-voltage component connected in parallel with the resistor R4, namely, an on-vehicle charger. If the high-voltage interlock signal receiving end U2 is approximately equal to U1 (R0/(R0 + R1+ R2)), the high-voltage interlock fault is judged to occur, and the specific components causing the high-voltage interlock fault are the high-voltage component connected in parallel with the resistor R1 and the high-voltage component connected in parallel with the resistor R2.
By analogy, the fault position is determined according to the value of U2, which is not described herein.
According to the embodiment, the fault positioning is more accurate, the structure is simple, the cost is lower, and the defects that the cost is higher and the system reliability is poor due to the fact that the structure is complex and the wiring harness ports are too many in the current parallel high-voltage interlocking detection circuit are overcome.
It is obvious that the above embodiments of the present invention are only examples for clearly illustrating the present invention, and are not limitations to the embodiments of the present invention. Other variations and modifications will be apparent to persons skilled in the art in light of the above description. And are neither required nor exhaustive of all embodiments. Any modification, equivalent replacement, and improvement made within the spirit and principle of the present invention should be included in the protection scope of the claims of the present invention.
Claims (5)
1. The high-voltage interlocking loop of the electric automobile comprises a plurality of high-voltage components, and is characterized by further comprising a voltage dividing unit and a high-voltage interlocking detection unit; each high-voltage component is internally provided with a short-circuit wire, each short-circuit wire is connected with a voltage division unit in parallel through a high-voltage component connecting port, and the voltage division values of the voltage division units are different; the high-voltage interlocking detection unit adopts a signal processor, comprises a signal sending end and a signal receiving end, and is respectively used for receiving and sending interlocking voltage signals, and the signal receiving end, the high-voltage component connecting port and the signal sending end are sequentially connected in series.
2. The high-voltage interlock loop of claim 1, wherein the voltage divider unit is a resistor.
3. The high-voltage interlock loop of the electric vehicle according to claim 1 or 2, wherein the resistance values of the resistors of each voltage dividing unit are different.
4. The high-voltage interlock loop of claim 3, wherein each of the voltage divider units comprises a resistor.
5. The electric vehicle high-voltage interlock circuit according to claim 4, wherein the high-voltage components include a first high-voltage component for high-voltage power supply, a second high-voltage component for high-voltage power, a third high-voltage component unrelated to vehicle running charging power supply, and a fourth high-voltage component for high-voltage charging.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201922467539.9U CN211416975U (en) | 2019-12-31 | 2019-12-31 | High-voltage interlocking loop of electric automobile |
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201922467539.9U CN211416975U (en) | 2019-12-31 | 2019-12-31 | High-voltage interlocking loop of electric automobile |
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| CN211416975U true CN211416975U (en) | 2020-09-04 |
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| CN201922467539.9U Expired - Fee Related CN211416975U (en) | 2019-12-31 | 2019-12-31 | High-voltage interlocking loop of electric automobile |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN112721645A (en) * | 2021-01-28 | 2021-04-30 | 上海汽车集团股份有限公司 | High-voltage interlocking detection circuit and detection method for electric automobile |
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2019
- 2019-12-31 CN CN201922467539.9U patent/CN211416975U/en not_active Expired - Fee Related
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN112721645A (en) * | 2021-01-28 | 2021-04-30 | 上海汽车集团股份有限公司 | High-voltage interlocking detection circuit and detection method for electric automobile |
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