CN214324892U

CN214324892U - High-voltage interlocking circuit, battery management system and vehicle

Info

Publication number: CN214324892U
Application number: CN202022668557.6U
Authority: CN
Inventors: 周军林; 陈太贤
Original assignee: Huawei Technologies Co Ltd
Current assignee: Huawei Digital Power Technologies Co Ltd
Priority date: 2020-11-17
Filing date: 2020-11-17
Publication date: 2021-10-01
Anticipated expiration: 2030-11-17

Abstract

The embodiment of the application relates to a high-voltage interlocking circuit, a battery management system and a vehicle, which are used for controlling a high-voltage loop of the vehicle, wherein the high-voltage interlocking circuit comprises a high-voltage interface component, a maintenance switch and a controller, the high-voltage interface component is connected with the high-voltage loop, and the controller is connected with the high-voltage interface component; the controller receives a first interlocking signal indicating the state of the high-voltage circuit through the first end or the second end, receives a switch state signal indicating the state of the maintenance switch through the third end, and outputs a control signal corresponding to the first interlocking signal and the switch state signal through the fourth end, wherein the control signal is used for controlling the power supply in the high-voltage circuit to be switched on or switched off. According to the embodiment of the application, the maintenance switch is placed in the vehicle more selectively, the maintenance efficiency of the vehicle can be improved, the hardware cost is reduced, the safety of maintenance personnel in a high-voltage environment can be ensured, and the electrical integrity of a high-voltage loop after maintenance can be ensured.

Description

High-voltage interlocking circuit, battery management system and vehicle

Technical Field

The application relates to the technical field of vehicles, in particular to a high-voltage interlocking circuit, a battery management system and a vehicle.

Background

With the global shortage of fossil energy and the growing stricter policy on carbon emission, the automobile industry using petroleum as a main energy source is at present greatly threatened. In order to cope with such a threat, development and improvement of new energy vehicles have been urgently needed. Among them, electric vehicles that use electric energy as drive are most concerned because the acquisition of electric energy is more convenient and clean.

In the development of the electric vehicle, safety of the electric vehicle is the most critical subject, and in order to protect safety of maintenance personnel who maintain the electric vehicle in a high-voltage environment, a manual maintenance switch is generally arranged in a high-voltage loop of the electric vehicle.

The existing manual maintenance switch is generally arranged in a main loop of a high-voltage loop, is usually arranged at the center of a battery pack or near the battery pack, is relatively fixed in position selection and is generally positioned inside a vehicle body, and the process of disconnecting the maintenance switch during maintenance is relatively complicated. For example, the maintenance switch may be turned off after the vehicle is lifted using the elevator. In addition, the maintenance switch also needs a larger volume due to a larger current of the high-voltage loop, and the hardware cost of the maintenance switch is also higher in order to ensure the reliability of quality.

SUMMERY OF THE UTILITY MODEL

In view of this, a high-voltage interlock circuit is provided, and the high-voltage interlock circuit of the embodiment of the present application can realize control of a power supply state of a high-voltage loop, and the circuit is applied to a vehicle, and can improve maintenance efficiency of the vehicle and reduce hardware cost.

In a first aspect, an embodiment of the present application provides a high-voltage interlock circuit for controlling a high-voltage circuit of a vehicle, where the high-voltage interlock circuit includes a high-voltage interface component, a maintenance switch, and a controller, the high-voltage interface component is connected to the high-voltage circuit, and the controller is connected to the high-voltage interface component; the controller receives a first interlocking signal indicating the state of the high-voltage circuit through a first end or a second end, receives a switch state signal indicating the state of the maintenance switch through a third end, and outputs a control signal corresponding to the first interlocking signal and the switch state signal through a fourth end, wherein the control signal is used for controlling the power supply in the high-voltage circuit to be switched on or switched off.

According to the high-voltage interlocking circuit provided by the embodiment of the application, the power supply state of the high-voltage loop can be controlled. The controller directly acquires the state of the maintenance switch and controls the power supply in the high-voltage loop to be switched on or switched off based on the state of the maintenance switch and the interlocking signal, so that the power supply in the high-voltage loop can be controlled to be switched on or switched off without acquiring the change of the on-off state of the maintenance switch on other circuits, and the maintenance switch can be independent of the high-voltage loop or even independent of the low-voltage loop and is not limited to a fixed position in a vehicle. According to the high-voltage interlocking circuit, the power supply of the high-voltage circuit can be controlled to be switched on or switched off according to the state of the high-voltage circuit and the state of the maintenance switch, so that the safety of maintenance personnel in a high-voltage environment can be ensured, and the electrical integrity of the high-voltage circuit after maintenance can also be ensured.

According to the first aspect, in a first possible implementation manner of the high-voltage interlock circuit, the first end of the controller is connected to the first end of the high-voltage interface assembly, and the second end of the controller is connected to the second end of the high-voltage interface assembly through the maintenance switch.

By the mode, the maintenance switch is connected into a high-voltage interlocking loop originally formed by the controller and the high-voltage interface assembly, and the high-voltage interlocking loop is a low-voltage loop, so that the performance requirement on the maintenance switch is reduced, and the hardware cost is reduced. And the safety of maintenance personnel in a high-voltage environment can be ensured, and the electrical integrity of the high-voltage loop after maintenance can also be ensured.

According to the first aspect, in a second possible implementation manner of the high-voltage interlock circuit, the high-voltage interface assembly includes a plurality of high-voltage interfaces, a first end of the controller is connected to the first end of the high-voltage interface assembly, a second end of the controller is connected to the second end of the high-voltage interface assembly, and the maintenance switch is connected between any two high-voltage interfaces of the plurality of high-voltage interfaces.

In this way, when the high-voltage interlocking circuit is applied to a vehicle, the placement position of the maintenance switch in the vehicle is more selected.

According to the first aspect, in a third possible implementation manner of the high-voltage interlock circuit, the first end of the controller is connected to the first end of the high-voltage interface assembly, the second end of the controller is connected to the second end of the high-voltage interface assembly, the controller and the high-voltage interface assembly form a loop, and the maintenance switch is not connected to the loop.

In this way, the maintenance switch is independent of a loop formed by the controller and the high-voltage interface assembly, so that the detection of the interlocking state cannot be influenced by the maintenance switch, and the placement position and the connection mode of the maintenance switch are more flexible.

In a fourth possible implementation form of the high-voltage interlock circuit according to the first aspect as such or according to any of the preceding implementation forms of the first aspect, the controller is a battery management system controller.

In this way, the generation and output of the control signal can be independently completed by the battery management system controller, and when the high-voltage interlocking circuit is applied to the vehicle, the resources of other controllers for controlling the vehicle are not occupied.

According to the first aspect or any one of the first to third possible implementation manners of the first aspect, in a fifth possible implementation manner of the high-voltage interlock circuit, the controller includes a first controller and a second controller, the first controller is connected to the high-voltage interface assembly and receives the switch state signal, and an output end of the second controller serves as the fourth end for outputting the control signal; or the first controller is connected with the high-voltage interface assembly, the second controller receives the switch state signal, and the output end of the second controller serves as the fourth end for outputting the control signal; or the first controller is connected with the high-voltage interface assembly, the first controller and the second controller respectively receive the switch state signal, and the output end of the first controller or the second controller serves as the fourth end for outputting the control signal.

By the method, the first controller and the second controller can be fully utilized to carry out cooperation in various modes, so that the modes for generating and outputting the control signals can be selected in a diversified mode according to the respective resource occupation conditions of the two controllers, and the use efficiency of hardware resources is improved.

In a sixth possible implementation manner of the high-voltage interlock circuit according to the fifth possible implementation manner of the first aspect, the first controller is a battery management system controller, and the second controller is a vehicle control unit.

By the mode, in practical application, the performance of a battery management system controller and a vehicle controller in a vehicle is fully utilized, and the use efficiency of hardware resources is improved.

According to the first aspect, in a seventh possible implementation manner of the high-voltage interlock circuit, the controller receives a switch state signal indicating that the switch is turned off through the third terminal, and outputs a control signal for triggering alarm information through the fourth terminal.

By outputting the control signal for triggering the alarm information when the switch is turned off, prompts can be made in the modes of sound, images and the like, and related personnel can determine the circuit state conveniently.

In a second aspect, embodiments of the present application provide a battery management system comprising a high voltage interlock circuit as described in any one of the above.

In a third aspect, embodiments of the present application provide a vehicle comprising a high voltage circuit, and a high voltage interlock circuit as described in any of the above, the high voltage interlock circuit being connected to the high voltage circuit by a high voltage interface assembly.

These and other aspects of the present application will be more readily apparent from the following description of the embodiment(s).

Drawings

The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate exemplary embodiments, features, and aspects of the application and, together with the description, serve to explain the principles of the application.

Fig. 1 shows a schematic block diagram of a high-voltage circuit of a vehicle.

Fig. 2a, 2b and 2c show schematic diagrams of a prior art service switch arrangement.

Fig. 3 shows a schematic block diagram of a high voltage interlock circuit according to an embodiment of the present application.

Fig. 4a and 4b show schematic diagrams of a high voltage interlock circuit according to an embodiment of the present application.

FIG. 5 shows a schematic block diagram of a high voltage interlock circuit according to an embodiment of the present application.

FIG. 6 shows a schematic block diagram of a high voltage interlock circuit according to an embodiment of the present application.

Fig. 7 shows a schematic block diagram of a controller according to an embodiment of the present application.

Fig. 8 shows a schematic block diagram of a controller according to an embodiment of the present application.

Fig. 9 shows a schematic block diagram of a controller according to an embodiment of the present application.

Fig. 10 shows a flowchart of an exemplary workflow of the controller 330 according to an embodiment of the present application.

Detailed Description

Various exemplary embodiments, features and aspects of the present application will be described in detail below with reference to the accompanying drawings. In the drawings, like reference numbers can indicate functionally identical or similar elements. While the various aspects of the embodiments are presented in drawings, the drawings are not necessarily drawn to scale unless specifically indicated.

The word "exemplary" is used exclusively herein to mean "serving as an example, embodiment, or illustration. Any embodiment described herein as "exemplary" is not necessarily to be construed as preferred or advantageous over other embodiments.

Furthermore, in the following detailed description, numerous specific details are set forth in order to provide a better understanding of the present application. It will be understood by those skilled in the art that the present application may be practiced without some of these specific details. In some instances, methods, means, elements and circuits that are well known to those skilled in the art have not been described in detail so as not to obscure the present application.

The terms first, second, etc. are used herein only for distinguishing the same type of nouns for convenience of description, and do not constitute a limitation on the present application.

Fig. 1 shows a schematic block diagram of a high-voltage circuit of a vehicle.

The circuit in which the high-voltage power supply of an electric vehicle driven by electricity is located is generally called a high-voltage circuit, and the voltage of the circuit is very high, usually hundreds of volts, which is much higher than the human body safety voltage of 36 volts. When the high-voltage loop of the electric automobile works, the discharge current can reach hundreds of amperes, and is far higher than the human body safety current by 50 milliamperes.

As shown in fig. 1, the high voltage circuit 100 includes a high voltage power supply 110, a high voltage interface component 120, a first relay switch 130, a second relay switch 140, a third relay switch 150, a pre-charge resistor 160, and one or more high voltage branches (not shown) connected to the high voltage interface component 120 in series. The high voltage power supply 110 is configured to supply power to the high voltage circuit 100, the high voltage interface assembly 120 may include one or more high voltage interfaces, each high voltage interface may be configured to connect a high voltage main circuit and a high voltage branch, the first relay switch 130, the second relay switch 140, and the third relay switch 150 are connected in series with the high voltage power supply 110 and configured to connect the high voltage power supply 110 and the high voltage interface assembly 120, and after the first relay switch 130, the second relay switch 140, and the third relay switch 150 are closed, when the high voltage interface assembly 120 is normally connected, the current of the high voltage main circuit may flow to each high voltage branch. In this case, the vehicle can run normally.

In one possible implementation, the first relay switch 130, the second relay switch 140, and the third relay switch 150 each include a switch implemented based on a relay, and when the relay switch is turned off, the high voltage power source 110 is disconnected from the high voltage interface assembly 120, so that no current flows in the high voltage loop.

Fig. 2a, 2b and 2c show schematic diagrams of a prior art service switch arrangement. As shown in fig. 2a, 2b and 2c, the high voltage power supply 210 may include a battery pack formed by a plurality of battery packs connected in series, and in the prior art, a Manual Service Disconnect 220 (MSD) is usually disposed in the center of the battery pack (for example, as shown in fig. 2 a) or at two ends of the battery pack (for example, as shown in fig. 2b or 2 c), and when a fault occurs in the high voltage circuit and maintenance is required, or maintenance is required, the maintenance switch 220 is manually opened by a relevant maintenance worker, so that maintenance is performed after the high voltage circuit is disconnected, and safety of a maintenance environment is ensured.

In practical application, the position of the high-voltage loop in the vehicle is deep, so that the position for placing the manual maintenance switch is fixed, the manual maintenance switch is disconnected in a complicated mode usually in the vehicle body, and the vehicle maintenance efficiency is greatly reduced. In addition, the manual service switch is disposed in a high-voltage circuit with a large current, requires a larger volume and safer materials, and increases hardware cost.

In order to solve the technical problem, the embodiment of the application provides a high-voltage interlock circuit, and the high-voltage interlock circuit of the embodiment of the application can control the power supply state of a high-voltage loop, and when the circuit is applied to a vehicle, the maintenance efficiency of the vehicle can be improved, and the hardware cost is reduced.

The structure of the high-voltage circuit shown in the embodiment of the present application is merely an exemplary structure, and the present application does not limit the structure of the high-voltage circuit to which the present application is applied.

Fig. 3 shows a schematic block diagram of a high voltage interlock circuit according to an embodiment of the present application. It should be noted that fig. 3 is only one example of the connection manner of the high-voltage interlock circuit according to the embodiment of the present application, and in various possible implementations of the embodiment of the present application, the high-voltage interlock circuit may be connected in various manners.

As shown in fig. 3, the high-voltage interlock circuit 300 is used for controlling the high-voltage circuit 30 of the vehicle, the high-voltage interlock circuit 300 includes a high-voltage interface assembly 310, a maintenance switch 320 and a controller 330, the high-voltage interface assembly 310 is connected with the high-voltage circuit 30, and the controller 330 is connected with the high-voltage interface assembly 310.

The controller 330 receives the first interlock signal Dout indicating the state of the high voltage circuit 30 through the first terminal or the second terminal and the switch state signal Dk indicating the state of the service switch through the third terminal, and outputs a control signal Dctrl corresponding to the first interlock signal Dout and the switch state signal Dk through the fourth terminal, the control signal Dctrl being used to control the power supply in the high voltage circuit 30 to be turned on or off.

For example, the high-voltage interlock circuit 300 is a circuit structure in a low-voltage environment, and can detect the electrical integrity of the high-voltage circuit 30 through a low-voltage signal. The high-voltage interlock circuit 300 may be connected to a low-voltage power supply (not shown), for example, a 12 v battery or other low-voltage power supply meeting the safety requirement of human body may be used, and the specific implementation manner of using the low-voltage power supply is not limited in the present application. The high voltage circuit 30 and the high voltage interlock circuit 300 are connected by a high voltage interface, which may be an electronic device with a high voltage interlock function (e.g., a high voltage interlock connector), and may include, for example, a pair of male and female connectors for mating, respectively fixing a pin and a jack. The male header may include a pair of high voltage pins and a pair of low voltage pins, and the female header may include a pair of high voltage sockets and a pair of low voltage sockets. In an abnormal state of the high voltage circuit, for example, the high voltage pin and the high voltage jack are not contacted or partially contacted, and the low voltage pin and the low voltage jack may not be contacted, the high voltage interlock circuit 300 is cut off; the high-voltage circuit is in a normal state, for example, the high-voltage pin and the high-voltage jack are in full contact, and the low-voltage pin and the low-voltage jack are also in contact at the moment, so that the break point of the high-voltage interlock circuit 300 is shorted, and a complete circuit is formed. The high-voltage interface component 310 in the high-voltage interlock circuit 300 may include a plurality of high-voltage interfaces connected in series, each of which may include the above-mentioned male (or female) head, and each male (or female) head is butted with a corresponding female (or male) head in the high-voltage circuit.

In a possible implementation manner, the high-voltage interface can be provided with a low-voltage pin which is shorter than the high-voltage pin, so that the high-voltage interlocking circuit (low-voltage loop) can obtain the disconnection information firstly than the high-voltage loop. For example, the low-voltage pin is short (or behind), the high-voltage pin is just in contact with the high-voltage jack, and the low-voltage pin is a certain distance away from the low-voltage jack; the high-voltage contact pin and the high-voltage jack are butted for a large part, and the low-voltage contact pin and the low-voltage jack just contact; the high-voltage contact pin and the high-voltage jack are in butt joint in place, and the low-voltage contact pin and the low-voltage jack are also in butt joint in place.

The butt joint contact time of the low-voltage contact pin and the low-voltage jack is later than that of the high-voltage contact pin and the high-voltage jack, so that the high-voltage interlocking circuit senses whether an interface in the high-voltage circuit has a disconnection tendency or not in advance than the high-voltage circuit, and the detection of the electrical integrity of the high-voltage circuit is realized.

The structure of the high-voltage interface shown in the embodiment of the present application is only an exemplary structure, and the present application does not limit the structure of the high-voltage interface to which the present application is applied.

In the high-voltage circuit 30, each high-voltage interface may be correspondingly connected with one high-voltage branch, and the plurality of high-voltage interfaces may be connected in series, so that when any one or more high-voltage interfaces are abnormal in connection state, the abnormal state of the high-voltage circuit 30 may be found through the high-voltage interlock circuit 300, so as to perform corresponding processing as soon as possible.

In this way, the state of the high-voltage circuit can be confirmed by the communication state of the high-voltage interlock circuit.

The service switch 320 may be manually operated by a service person or automatically controlled. The open or closed state of the maintenance switch 320 may be sent to a third terminal of the controller by a signal, i.e., a switch state signal Dk, where the switch state signal Dk may indicate that the maintenance switch 320 is closed or open, and the controller 330 may further send a second interlock signal Din through one of the first terminal or the second terminal to detect the state of the high voltage circuit, receive the first interlock signal Dout through the other one of the first terminal or the second terminal, and output a corresponding control signal Dctrl under the indication of the switch state signal Dk and the first interlock signal Dout.

The corresponding relationship between the switch state signal and the maintenance switch state may be preset, for example, if the switch state signal Dk is "0", the maintenance switch is turned off, and if the switch state signal Dk is "1", the maintenance switch is turned on. It will be understood by those skilled in the art that the present application is not limited to the specific manner of setting the switch state signal, as long as two different signal states are set such that the maintenance switch state can be distinguished. The switch state signal Dk may be obtained by collecting a voltage or a current at any end of the maintenance switch 320, or may be sent out by a maintenance switch with a signal module according to an on-off state of the maintenance switch.

The first interlock signal Dout may be a signal for indicating whether the connection state of the high-voltage circuit 30 is normal, and a corresponding manner of the first interlock signal Dout and the connection state of the high-voltage circuit 30 may be preset, for example, when the first interlock signal Dout is "0", the state of the high-voltage circuit 30 is indicated to be abnormal, and when the first interlock signal Dout is "1", the state of the high-voltage circuit 30 is indicated to be normal. So that the controller 330 can determine the connection state of the high voltage circuit 30 through the received first interlock signal Dout.

In one possible implementation manner, the maintenance switch 320 of the embodiment of the present application may include a switch device capable of normally operating in a low voltage circuit, such as a plug switch, a knob switch, and a push switch.

For example, the service switch 320 may be a push-pull switch. The maintenance switch 320 may include a plug and a base, the base may include a pair of terminals corresponding to the first end and the second end of the maintenance switch 320, and the terminals are connected to the plug in a matching manner, when the maintenance switch 320 is closed, one of the plugs is connected to the first end (or the second end), and the other plug is connected to the second end (or the first end), so as to achieve conduction of the maintenance switch 320.

In one possible implementation, the maintenance switch 320 may also be a switch device such as a knob switch or a push switch. It will be understood by those skilled in the art that the present application is not limited to a particular type of service switch as long as it is capable of operating in a low voltage circuit.

In one possible implementation, the service switch 320 enters a switch lock state when it is turned off. The switch locking state comprises a state that the switch is locked to be disconnected.

For example, the service switch 320 may include a mechanical locking structure that prevents the service switch 320 from being accidentally closed by physical means after the service switch 320 is opened. For example, when the maintenance switch 320 is a push switch or a knob switch, the mechanical locking structure may include a mechanical structure such as a buckle or a groove, and the push member or the rotating member can be fixed so as not to contact the base after the maintenance switch 320 is turned off by pushing or rotating the push member or the rotating member out; when the maintenance switch 320 is a plug-in switch, the plug can be isolated after being pulled out, for example, the plug can be placed at a position far away from the socket, and the plug can be kept close to the socket by related maintenance personnel.

Through adding switch locking state, can avoid the maintenance switch to close by accident in the maintenance process, ensure the safety of vehicle maintenance.

In one possible implementation, the first end of the controller is connected to the first end of the high voltage interface assembly, and the second end of the controller is connected to the second end of the high voltage interface assembly through the maintenance switch.

As shown in fig. 3, the service switch may be connected in series between one end of the high voltage interface assembly and the first end or the second end of the controller, and form a loop together with the high voltage interface assembly and the controller. When the vehicle is in a stationary state and the controller is in a power-on state, for example, when the vehicle is unlocked or in a standby state, the vehicle is not running and the low-voltage power supply supplies power to the high-voltage interlock circuit 300, and the controller can operate, in this case, the maintenance can be performed by a maintenance worker, if the maintenance switch 320 is turned off, the switch state signal Dk transmitted to the third terminal of the controller 330 indicates that the maintenance switch 320 is in an off state, the high-voltage interlock circuit cannot be connected, and the controller 330 outputs the control signal Dctrl to control the power supply of the high-voltage circuit 30 to be disconnected. If the service switch 320 is out of order due to quality problems, for example, reaching the service life, so that the service switch 320 is turned off in a driving state (for example, the vehicle speed is greater than 0), although the operating state of the high-voltage circuit is not affected, the high-voltage interlock circuit 300 in this case cannot provide the function of detecting the electrical integrity of the high-voltage circuit 30, and it is dangerous to continue driving. The controller 330 may output a control signal to trigger an alarm message, such as an audible prompt message or a graphical or text prompt message displayed on a display device, to prompt the vehicle that the vehicle is out of order and needs to be serviced.

When the vehicle is in a stationary state and the controller is in a power-on state, if the maintenance switch 320 is closed and an abnormal condition occurs in the high-voltage circuit, for example, the high-voltage circuit is not connected or the high-voltage interface is loose, so that the low-voltage jack and the low-voltage pin are not in contact, the high-voltage interlock circuit 300 cannot be connected, the first interlock signal Dout indicates that the state of the high-voltage circuit is abnormal, the controller 330 may determine that the electrical integrity of the high-voltage circuit 30 is incomplete, and the controller 330 may output the control signal Dctrl to control the power supply of the high-voltage circuit 30 to be disconnected.

When the controller is in the power-on state, the vehicle may be in a driving or stationary state, if the maintenance switch 320 is closed and the high-voltage circuit is in a normal state, and the low-voltage pin and the low-voltage jack are also in a butt joint state, the high-voltage interlock circuit 300 may be connected, the first interlock signal Dout indicates that the high-voltage circuit is in a normal state, and the controller 330 may determine that the high-voltage circuit 30 is electrically complete, thereby outputting the control signal Dctrl to control the power of the high-voltage circuit 30 to be turned on.

In one possible implementation, a relay switch connected in series with the power source may be included in the high voltage circuit, such as, but not limited to, one or more of the first relay switch 31, the second relay switch 32, and the third relay switch 33 shown in fig. 3. The relay switch may be connected in series with the positive and negative poles of a power source (e.g., high voltage power source 110) in the high voltage circuit to control the power source to power the high voltage circuit. The control signal output from the fourth terminal of the controller 330 may be used to control the relay switch in the high-voltage circuit to be turned on to turn on the power supply of the high-voltage circuit, or to control the relay switch to be turned off to turn off the power supply of the high-voltage circuit, so as to control the power supply of the high-voltage circuit to be turned on and off when the maintenance switch is not in contact with the high-voltage circuit.

As shown in fig. 4a, the first terminal (terminal a) of the controller 330 is used for outputting the second interlock signal Din, and the second terminal (terminal b) is used for receiving the first interlock signal Dout, or, as shown in fig. 4b, the second terminal (terminal b) of the controller 330 is used for outputting the second interlock signal Din, and the first terminal (terminal a) is used for receiving the first interlock signal Dout.

For example, the high voltage interface assembly 310, the maintenance switch 320 and the controller 330 are connected in series to form a high voltage interlock circuit 300 (low voltage circuit), wherein the controller 330 is connected to the high voltage interlock circuit 300 through a first terminal (a terminal) and a second terminal (b terminal). After the controller 330 receives the switch state signal Dk indicating that the maintenance switch 320 is closed, the controller 330 may send the second interlock signal Din and receive the first interlock signal Dout to detect whether the high-voltage circuit 30 is connected.

In one possible implementation, the maintenance switch 320 may be connected to a line outputting the second interlock signal Din or may be connected to a line receiving the first interlock signal Dout, allowing for a variety of options for placement of the maintenance switch. When the terminal a is used for sending the second interlock signal Din, the second interlock signal Din is sent to the high voltage interface component 310, and the first interlock signal Dout is received by the terminal b after passing through the maintenance switch 320. Alternatively, when the terminal b is used for outputting the second interlock signal Din, the second interlock signal Din is sent to the high voltage interface component 310 via the maintenance switch 320, and the first interlock signal Dout is received by the terminal a.

Through this kind of mode for the maintenance switch can be placed on one side of exporting the second interlock signal, or receive first interlock signal one side, and the mode of placing of maintenance switch can set up in a flexible way.

In a possible implementation manner, the high-voltage interface assembly includes a plurality of high-voltage interfaces, a first end of the controller is connected to the first end of the high-voltage interface assembly, a second end of the controller is connected to the second end of the high-voltage interface assembly, and the maintenance switch is connected between any two high-voltage interfaces of the plurality of high-voltage interfaces.

For example, as shown in fig. 5, the service switch 320 may be connected in series between any two adjacent high voltage interface assemblies, and form a loop together with the high voltage interface assemblies and the controller. In this state, the transmission modes of the switch state signal and the interlock signal and the mode of the controller for judging the input signal and outputting the controller signal may refer to the above description, and for brevity, are not described herein again.

In a possible implementation manner, the first end of the controller is connected to the first end of the high-voltage interface assembly, the second end of the controller is connected to the second end of the high-voltage interface assembly, the controller and the high-voltage interface assembly form a loop, and the maintenance switch is not connected to the loop.

For example, the high voltage interface assembly 310 and the controller 330 form a loop, and the service switch 320 may be independent of the loop. Under the condition, the on-off state of the maintenance switch does not influence the working state of the interlocking loop, and when the vehicle is in the maintenance state, the maintenance switch is switched off, and the maintenance personnel maintain the electrical elements of the high-voltage loop; in the process, the controller can send out a second interlocking signal at a certain time interval through a loop formed by the controller and the high-voltage interface assembly, and whether the first interlocking signal is received or not is determined, so that when the maintenance is finished, if the first interlocking signal is received, a maintenance person manually turns on the maintenance switch, the controller can receive a switch state signal indicating that the switch is closed, and the vehicle meets the high-voltage power-on condition.

In this embodiment, the connection mode of the maintenance switch 320 can be flexibly selected according to the requirement, for example, the maintenance switch can separately form a loop between the low-voltage power supply and the ground, and send a switch state signal to the controller through a signal module of the maintenance switch itself, or generate the switch state signal through the on-off of the loop where the maintenance switch is located. The maintenance switch can also be connected between idle pins of the controller, the embodiment of the application does not limit the connection mode of the maintenance switch, and the maintenance switch can provide a switch state signal and does not influence the work of other circuits.

The controller 330 may be implemented by a dedicated hardware circuit, or may be implemented by general processing hardware (e.g., a CPU, a single chip, an FPGA, etc.) in combination with executable logic instructions to perform the operation of the controller. For example, the controller 330 may perform an and operation on the received first interlock signal Dout and the switch state signal Dk to obtain a control signal Dctrl, output the control signal Dctr as 1 when neither the first interlock signal Dout nor the switch state signal Dk is 1, control the relay switch to be closed, obtain the control signal Dctr1 as 0 when either one or both of the first interlock signal Dout and the switch state signal Dk are 0, output the control signal Dctr as 0, and control the relay switch to be open. The utility model discloses do not limit to the concrete implementation of controller 330.

In one possible implementation, the controller 330 is a battery management system controller.

For example, a Battery Management System (BMS) controller may be a set of control System for protecting the safety of the high voltage power supply, and may include a master controller and a plurality of slave controllers, which are responsible for collecting the voltage and temperature of the Battery cells, performing active and passive equalization between Battery packs, calculating Battery pack parameters, and performing charge and discharge control. In the embodiment of the present application, the state information of the maintenance switch 320, i.e., the switch state signal Dk, and the interlock state information, i.e., the first interlock signal Dout, may be collected by the BMS controller, and a corresponding control signal may be transmitted to the relay switch connected to the battery pack.

In one possible implementation, the functions to be implemented by the controller 330 may be performed by multiple controllers in cooperation.

In a possible implementation manner, the controller includes a first controller and a second controller, the first controller is connected to the high-voltage interface assembly and receives the switch state signal, and an output end of the second controller is used as a fourth end for outputting the control signal; or the first controller is connected with the high-voltage interface assembly, the second controller receives the switch state signal, and the output end of the second controller is used as the fourth end for outputting a control signal; or the first controller is connected with the high-voltage interface assembly, the first controller and the second controller respectively receive the switch state signals, and the output end of the first controller or the second controller is used as the fourth end for outputting the control signals.

In one possible implementation, the first controller is a battery management system controller and the second controller is a vehicle control unit.

For example, the electric device capable of outputting a signal to control the relay of the high voltage circuit in the vehicle may further include a Vehicle Control Unit (VCU). The VCU can be a core electronic control unit for realizing the whole vehicle control decision of the new energy vehicle, and can judge the driving intention of a driver by acquiring signals of an accelerator pedal, a gear, a brake pedal and the like; the method comprises the steps that by monitoring vehicle state (vehicle speed, temperature and the like), after being judged and processed by a VCU, running state control instructions of vehicles are sent to a power system and a power battery system, and meanwhile, the working mode of a vehicle-mounted accessory power system is controlled; the VCU can have the functions of fault diagnosis protection and storage of the whole vehicle system. The VCU can be in circuit connection with a relay switch in the high-voltage loop so as to control the on-off of the relay switch.

In one possible implementation, as shown in fig. 7-9, the controller 330 may include a first controller 3301 and a second controller 3302. The first controller is in communication connection with the second controller, and the first controller can transmit signals to the second controller.

As shown in fig. 7, a first terminal and a second terminal of a first controller 3301 (which may be a battery management system controller) may be used as a first terminal (a terminal) and a second terminal (b terminal) of the controller 330, and are respectively connected to two terminals of the high voltage interface assembly, so that the high voltage interface assembly and the first controller form a closed loop. In this case, the first controller can complete the detection of the electrical integrity of the high-voltage circuit through the output of the second interlock signal and the reception of the first interlock signal. The third terminal of the first controller can also be used as the third terminal (c terminal) of the controller 330, connected to the maintenance switch, and receive the switch state signal Dk of the maintenance switch. The first controller may generate an output signal (which may be a control signal) based on the first interlock signal and the switch state signal, and report the output signal to the second controller 3302 (which may be a vehicle controller) connected to the first controller, and an output end of the second controller may serve as a fourth end (d end) of the controller 330, so that the second controller may output the control signal Dctrl through the d end, thereby controlling on/off of the power supply of the high-voltage loop.

By the mode, the whole vehicle controller does not need to participate in generation of the control signal, and when the original circuit connection exists between the whole vehicle controller and the relay switch of the high-voltage loop, the original circuit connection can be utilized, so that the development cost of the whole vehicle controller is reduced.

As shown in fig. 8, a first terminal and a second terminal of a first controller 3301 (which may be a battery management system controller) may be used as a first terminal (a terminal) and a second terminal (b terminal) of the controller 330, and are respectively connected to two terminals of the high voltage interface assembly, so that the high voltage interface assembly and the first controller form a closed loop. In this case, the first controller can complete the detection of the electrical integrity of the high-voltage circuit through the output of the second interlock signal and the reception of the first interlock signal. The first controller may directly report the received first interlock signal to a second controller 3302 (which may be a vehicle controller) connected to the first controller. The first terminal of the second controller can also be used as the third terminal (c terminal) of the controller 330, connected to the maintenance switch, and receive the switch state signal Dk of the maintenance switch. The second controller may generate a control signal based on the first interlock signal and the switch state signal, and a second end of the second controller may serve as a fourth end (d end) of the controller 330, so that the second controller may output the generated control signal Dctrl through the d end, thereby controlling on/off of the power supply of the high-voltage circuit.

By the mode, the battery management system controller does not participate in generation of the control signal, and when the original circuit connection exists between the vehicle control unit and the relay switch of the high-voltage loop, the original circuit connection can be utilized, so that the development cost of the vehicle control unit is reduced.

As shown in fig. 9, a first terminal and a second terminal of a first controller 3301 (battery management system controller) may be used as a first terminal (a terminal) and a second terminal (b terminal) of the controller 330, and are respectively connected to two terminals of the high voltage interface assembly, so that the high voltage interface assembly and the first controller form a closed loop. In this case, the first controller can complete the detection of the electrical integrity of the high-voltage circuit through the output of the second interlock signal and the reception of the first interlock signal. The third end of the first controller and the first end of the second controller 3302 (vehicle control unit) can both be used as the third end (c end) of the controller 330, and both can be connected with the maintenance switch to receive the switch state signal, so that the first controller and the second controller can select the mode of generating the control signal and outputting the control signal according to their respective working conditions, for example, when the resource occupation ratio of the first controller is greater than that of the second controller, the first controller can select to directly report the received first interlock signal and/or the switch state signal to the second controller, the second controller completes the generation and output of the control signal, and reduces the working pressure of the first controller; when the resource occupation ratio of the first controller is smaller than that of the second controller, the first controller independently completes generation of a controller signal, the generated control signal is directly output to realize on-off control of the power supply of the high-voltage loop without passing through the second controller, or the generated control signal is reported to the second controller, and the second controller only completes output of the control signal to realize on-off control of the power supply of the high-voltage loop, so that the working pressure of the second controller is reduced.

Through the mode, the first controller and the second controller can be fully utilized to carry out cooperation in various modes, so that the mode of outputting the control signal can be selected in a diversified mode according to the respective resource occupation conditions of the two controllers, and the working efficiency of the high-voltage interlocking circuit is improved.

Fig. 7-9 only show exemplary connection manners of the circuits, and it should be understood by those skilled in the art that the circuit structure of the embodiments of the present application is not limited to those shown in fig. 7-9, for example, the connection manners between the high-voltage interface assembly, the controller and the service switch can also refer to the embodiments shown in fig. 3-6.

In one possible implementation, when the controller 330 receives the switch status signal indicating that the maintenance switch 320 is turned off through the third terminal, it also outputs a control signal for triggering an alarm message through the fourth terminal.

For example, when the switch status signal Dk indicates that the maintenance switch 320 is turned off, if the vehicle is in a stationary state and the controller is in a power-on state, the maintenance may not be completed, and since the maintenance operation may require the maintenance personnel to be under the vehicle body or inside the vehicle body, if there is an unrelated person touching the vehicle under maintenance, there will be an adverse effect. The alarm information may be triggered by the controller 330 issuing a control signal Dctrl while controlling the relay switches 31, 32, 33 to open. For example, the controller 330 may be connected to a sound-emitting element (e.g., a buzzer, etc.), and the control signal Dctrl may control the buzzer to emit a sound signal to warn a living body outside the vehicle when the maintenance switch 320 is turned off. When the vehicle includes a display or other device having a display function, the control signal Dctrl may also cause a switch state to be displayed on the display or other device to indicate to a serviceman inside the vehicle that maintenance is in progress. The specific manner of triggering the alarm information is not limited in the present application. The control signal for triggering the alarm information and the control signal for controlling the power supply in the high-voltage circuit to be switched on or off may be the same signal or different signals.

In one possible implementation, when the vehicle is in a driving state (e.g., the vehicle speed is greater than 0) and the switch state signal Dk indicates that the maintenance switch 320 is turned off, the control signal may be used only to trigger an alarm message to prompt the driver that the vehicle is out of order, so that the driver can park the vehicle in a safe position and then perform maintenance on the out-of-order vehicle in a stationary state. The specific implementation of displaying the warning information may refer to the description of the above embodiments, and for brevity, will not be described herein again.

Fig. 10 shows a flowchart of an exemplary workflow of the controller 330 according to an embodiment of the present application. The work flow can be applied to the high-voltage interlocking circuit in the embodiment of the application.

As shown in fig. 10, when the vehicle is in a stationary state and the controller is in a power-on state, when the switch state signal Dk received by the third terminal of the controller 330 indicates that the switch is turned off, the control signal Dctrl output by the fourth terminal of the controller 330 is used for controlling the power supply of the high-voltage circuit to be turned off, for example, for controlling the relay switch in the high-voltage circuit to be turned off.

The controller 330 may determine that the vehicle is in a driving state or a stationary state through a signal inside or outside the controller, for example, the controller may obtain a vehicle state signal indicating that the vehicle is driving or stationary through a fifth terminal of the controller, and the vehicle state signal may be obtained by acquiring a real-time operating voltage of the motor, which is not limited in this application.

In one possible implementation, if the maintenance switch 320 is turned off while the vehicle is in a stationary state and the controller is in a power-on state, the third terminal of the controller 330 may receive a switch state signal Dk indicating the turn-off, for example, the received switch state signal Dk is "0", and the controller determines that the maintenance switch 320 is in the turn-off state, in which case the controller 330 may output a control signal Dctrl to control the relay switch in the high-voltage circuit to turn off, so that each branch of the high-voltage circuit is disconnected from the high-voltage power supply.

For example, the controller 330 may output the control signal Dctrl such that the first, second, and third relay switches 31, 32, and 33 as described in fig. 3 are simultaneously turned off. The first relay switch 31 may be controlled to be turned off first, and then the second relay switch 32 and the third relay switch 33 may be controlled to be turned off, or the second relay switch 32 and the third relay switch 33 may be controlled to be turned off first, and then the first relay switch 31 may be controlled to be turned off. It will be understood by those skilled in the art that the present application is not limited as long as it is sufficient to disconnect the power supply of the high voltage circuit, for example, all relay switches connected to the positive or negative pole of the high voltage power supply 34, before maintenance.

The controller receives the switch state signal, so that the vehicle is in a static state and the controller is in a power-on state, and when the switch is disconnected, the controller can output a control signal to control the high-voltage circuit to be disconnected, so that the high-voltage circuit is disconnected after the switch is disconnected under the condition suitable for vehicle maintenance, and maintenance is facilitated.

In one possible implementation manner, when the vehicle is in a stationary state and the controller is in a power-on state, when the controller receives the first interlock signal Dout through the first terminal or the second terminal to indicate that the state of the high-voltage circuit 30 is abnormal, and receives the switch state signal Dk through the third terminal to indicate that the maintenance switch 320 is turned on, the controller outputs the control signal Dctrl for controlling the power supply of the high-voltage circuit to be turned off through the fourth terminal.

For example, in a case where the vehicle is in a stationary state, the controller is in a power-on state, and the maintenance switch 320 is manually closed, the controller 330 may receive the switch state signal Dk indicating the closing through the third terminal, for example, the received switch state signal Dk is "1", and determine that the maintenance switch 320 is in the closed state, in which case the controller 330 may output the second interlock signal Din through the second terminal (or the first terminal) and receive the first interlock signal Dout through the first terminal (or the second terminal) to detect the electrical integrity of the high voltage circuit 30. If the first interlock signal Dout received by the controller 330 indicates that the state of the high-voltage circuit 30 is abnormal, for example, the received first interlock signal is "0", it may be determined that a fault still exists in the high-voltage circuit 30 and maintenance is required, in which case the controller 330 may issue a control signal Dctrl to control the relay switch to be opened, so that each shunt of the high-voltage circuit 30 is disconnected from the high-voltage power supply. The specific implementation of the relay switch disconnection can refer to the description of the above embodiments, and for brevity, the detailed description is omitted here.

The controller receives the first interlocking signal and the switch state signal, so that the vehicle is in a static state, the controller is in a power-on state, when the switch is closed and the high-voltage circuit is abnormal, the controller can output a control signal to control the high-voltage circuit to be disconnected, the high-voltage circuit can be disconnected under the condition suitable for vehicle maintenance, and maintenance is performed on the abnormal state of the high-voltage circuit.

In one possible implementation, the control signal Dctrl controlling the power supply of the high-voltage circuit to be turned off is also used for inhibiting other control signals from controlling the relay switch connected in series with the power supply in the high-voltage circuit to be turned on.

For example, the control signal Dctrl sent by the controller 330 is used to inhibit other control signals from controlling the control relay switches 31, 32, and 33 to close while controlling the relay switches to open. For example, it may be provided that when the control signal Dctrl controls the relay switch to be opened, other control signals for controlling the relay switch to be closed are disabled. The reason is that, after the controller 330 controls the relay switch to be turned off, the relevant maintenance worker needs to perform maintenance work, and in this case, maintaining the relay switch in the turned-off state can ensure the safety of the maintenance environment.

In one possible implementation manner, when the controller receives a first interlock signal indicating that the state of the high-voltage circuit is normal through the first terminal or the second terminal and receives a switch state signal indicating that the switch is turned on through the third terminal, the controller outputs a control signal for controlling the power of the high-voltage circuit to be turned on through the fourth terminal.

For example, in a case where the vehicle is in a stationary state, the controller is in a power-on state, and the maintenance switch 320 is manually closed, the controller 330 may receive the switch state signal Dk indicating the closing through the third terminal, for example, the received switch state signal Dk may be "1", and determine that the maintenance switch 320 is in the closed state, the controller 330 may send out the second interlock signal Din through the second terminal (or the first terminal), and if the controller 330 receives the first interlock signal Dout corresponding to the second interlock signal Din through the first terminal (or the second terminal) and is "1", it may be determined that the high voltage interface component 310 is electrically complete, and each high voltage shunt in the high voltage circuit 30 is connected to the high voltage main circuit. At this time, it can be considered that the high-voltage circuit 30 has a normal operating condition, that is, the state of the high-voltage circuit 30 is normal, and the controller 330 can control the relay switch to be closed by outputting the control signal Dctrl, so that the high-voltage circuit is powered on. When the vehicle is in a running state, the controller receives a first interlocking signal indicating that the state of the high-voltage loop is normal through the first end or the second end, and receives a switch state signal indicating that the switch is switched on through the third end, the controller can also output a control signal for controlling the power supply of the high-voltage loop to be switched on through the fourth end, and the normal running of the vehicle is kept.

The controller receives the first interlocking signal and the switch state signal, so that when the switch is closed and the high-voltage loop is normal, the controller can output a control signal to control the high-voltage loop to be connected, and the vehicle can normally work.

In one possible implementation, the relay switches of the high-voltage circuit 30 may include a first relay switch 31, a second relay switch 32, and a third relay switch 33, wherein the first relay switch 31 and the second relay switch 32 are used to circulate a current satisfying a normal driving condition through the high-voltage circuit.

In one possible implementation, the third relay switch 33 may be closed before the second relay switch 32, so as to reduce the risk that high voltage is directly applied to the high-voltage electrical components connected in series with the high-voltage branches of the high-voltage circuit, which may result in excessive charging current and damage to the high-voltage electrical components.

For example, after the controller 330 receives the switch state signal Dk indicating that the maintenance switch 320 is closed (e.g., the switch state signal Dk is "1") and receives the first interlock signal Dout indicating that the high-voltage circuit state is normal, the controller may send the control signal Dctrl to control the first relay switch 31 and the third relay switch 33 to be closed first, and then control the second relay switch 32 to be closed, and then control the third relay switch 33 to be opened. Since the pre-charge resistor 35 is connected in series with the third relay switch 33, when the first relay switch 31 and the third relay switch 33 are closed, the pre-charge resistor 35 enables the high-voltage electric elements to be charged slowly at the initial stage of the power supply connection of the high-voltage circuit, and the current in the high-voltage circuit is not too large; after the charging is completed, the current meeting the normal driving condition can flow through the high-voltage loop through the steps of closing the second relay switch 32 and opening the third relay switch 33.

In this way, the safety of the circuit can be ensured to a greater extent.

It should be understood by those skilled in the art that the control flow of the controller shown in fig. 10 is only an example, and the control flow may be adjusted as needed, for example, the controller may not determine the status of the maintenance switch and periodically send out the second interlock signal, which is not limited in the embodiment of the present application.

The embodiment of the present application further provides a battery management system, which includes the high-voltage interlock circuit 300 according to the embodiment of the present application.

According to the battery management system, the high-voltage interlocking circuit can complete the functions of detecting the electrical integrity of the high-voltage loop and the like and meanwhile realize the control of the on-off of the high-voltage loop in vehicle maintenance.

The embodiment of the present application further provides a vehicle, which includes a high-voltage circuit 30 and a high-voltage interlock circuit 300, wherein the high-voltage interlock circuit 300 is connected to the high-voltage circuit 30 through a high-voltage interface assembly 310.

The Vehicle provided by the embodiment may be an electric Vehicle/Electric Vehicle (EV), a pure electric Vehicle (PEV/BEV), a Hybrid Electric Vehicle (HEV), an extended-range electric Vehicle (REEV), a plug-in hybrid electric Vehicle (PHEV), a New Energy Vehicle (New Energy Vehicle), and the like.

The high-voltage interface assembly 310 includes a plurality of high-voltage interfaces respectively corresponding to a plurality of high-voltage branches, and each high-voltage branch may include a high-voltage electrical component. The high voltage shunt may include a battery system shunt, a motor controller shunt, and a DC/DC shunt, among others. When the relay switch is closed, the current of the high-voltage circuit 30 flows through each branch circuit, so that the high-voltage electric elements of each branch circuit can work normally.

The maintenance switch in the high-voltage interlock circuit 300 can be flexibly disposed at a suitable position in the vehicle, which is not limited in this application.

The vehicle that this application embodiment provided, through adopting above-mentioned high-voltage interlock circuit, can control the power supply state of high-voltage circuit. The controller directly acquires the state of the maintenance switch and controls the power supply in the high-voltage loop to be switched on or switched off based on the state of the maintenance switch and the interlocking signal, so that the power supply in the high-voltage loop can be controlled to be switched on or switched off without acquiring the change of the on-off state of the maintenance switch on other circuits, and the maintenance switch can be independent of the high-voltage loop or even independent of the low-voltage loop and is not limited to a fixed position in a vehicle. According to the high-voltage interlocking circuit, the power supply of the high-voltage circuit can be controlled to be switched on or switched off according to the state of the high-voltage circuit and the state of the maintenance switch, so that the safety of maintenance personnel in a high-voltage environment can be ensured, and the electrical integrity of the high-voltage circuit after maintenance can also be ensured.

The above embodiments have described the working principle of the high-voltage interlock circuit, and the following description is made in conjunction with a specific application scenario.

In one possible implementation manner, the maintenance switch 320 needs to be kept in a closed state when the vehicle is in normal driving use or charging use, the switch state signal fed back to the controller 330 by the maintenance switch 320 is closed (for example, the switch state signal is "1"), and the high-voltage interlock circuit is in a connected state (for example, the first interlock signal is "1"), in which state the controller sends a control signal for closing the relay switch of the high-voltage circuit, and the high-voltage circuit can be used normally.

And in the normal running process of the vehicle, the high-voltage interlocking circuit detects the electrical integrity of the high-voltage loop in real time. When a high-voltage circuit of the vehicle has a fault, for example, a high-voltage interface is loose, at this time, the high-voltage circuit may have a tendency to be disconnected but not yet disconnected, a switch state signal fed back to the controller by the maintenance switch is closed (for example, the switch state signal is "1"), and a high-voltage interlock circuit state is disconnected (for example, the first interlock signal is "0"), and in this state, the controller may send a signal to control the vehicle to send out a sound alarm message or display a message in the form of a text or an image through a display to prompt the vehicle of the fault, so that a driver can park the vehicle at a safe position before the high-voltage circuit is completely disconnected.

When a vehicle with a fault enters a static state and the controller is in a power-on state, the condition for maintenance is met, a maintenance switch can be manually turned off by related maintenance personnel, at the moment, the maintenance switch enters a locking state, a switch state signal output to the controller by the maintenance switch is off (for example, the switch state signal is '0'), in the state, the controller sends a control signal which enables a relay switch of a high-voltage loop to be turned off and forbids the relay switch to be turned off by other control signals, and the high-voltage loop cannot be normally used; the controller can also send out signals to control the vehicle to send out sound alarm information or display alarm information in the form of characters or images through the display to prompt that the vehicle is in maintenance.

During maintenance, the switch lock state is released and the maintenance switch is manually closed by the relevant maintenance person, and the switch state signal output to the controller by the maintenance switch is closed (for example, the switch state signal is "1"). In this state, if the high-voltage interlock circuit is closed (for example, the first interlock signal is "1"), it is considered that the malfunction is cleared, the controller transmits a control signal for turning off the relay switch of the high-voltage circuit, the high-voltage circuit can be normally used, and the vehicle can continue to run. On the contrary, if the state of the high-voltage interlock circuit is off (for example, the first interlock signal is "0"), it can be considered that a fault still exists in the circuit, the controller sends a control signal that the relay switch of the high-voltage circuit is off and the closing is not allowed, and the high-voltage circuit cannot be normally used; the controller can also send out signals to control the vehicle to send out sound alarm information or display alarm information in the form of characters or images through the display so as to prompt that the vehicle is still in a maintenance state.

The maintenance process is repeated until the switch locking state is released and the maintenance switch is manually closed by the relevant maintenance personnel, the switch state signal output to the controller by the maintenance switch is closed (for example, the switch state signal is '1'), in this state, if the high-voltage interlock circuit state is closed (for example, the first interlock signal is '1'), it can be considered that the fault is cleared, the controller sends a control signal for closing the relay switch of the high-voltage circuit, the high-voltage circuit can be normally used, and the vehicle can continue to run.

While the present application has been described in connection with various embodiments, other variations to the disclosed embodiments can be understood and effected by those skilled in the art in practicing the claimed application, from a review of the drawings, the disclosure, and the appended claims. In the claims, the word "comprising" does not exclude other elements or steps, and the word "a" or "an" does not exclude a plurality. A single processor or other unit may fulfill the functions of several items recited in the claims. The mere fact that certain measures are recited in mutually different dependent claims does not indicate that a combination of these measures cannot be used to advantage.

Having described embodiments of the present application, the foregoing description is intended to be exemplary, not exhaustive, and not limited to the disclosed embodiments. Many modifications and variations will be apparent to those of ordinary skill in the art without departing from the scope and spirit of the described embodiments. The terminology used herein is chosen in order to best explain the principles of the embodiments, the practical application, or improvements made to the technology in the marketplace, or to enable others of ordinary skill in the art to understand the embodiments disclosed herein.

Claims

1. A high-voltage interlocking circuit is used for controlling a high-voltage loop of a vehicle and is characterized by comprising a high-voltage interface component, a maintenance switch and a controller, wherein the high-voltage interface component is connected with the high-voltage loop, and the controller is connected with the high-voltage interface component;

the controller receives a first interlocking signal indicating the state of the high-voltage circuit through a first end or a second end, receives a switch state signal indicating the state of the maintenance switch through a third end, and outputs a control signal corresponding to the first interlocking signal and the switch state signal through a fourth end, wherein the control signal is used for controlling the power supply in the high-voltage circuit to be switched on or switched off.

2. The high voltage interlock circuit of claim 1, wherein a first end of said controller is coupled to a first end of said high voltage interface assembly and a second end of said controller is coupled to a second end of said high voltage interface assembly via said service switch.

3. The high-voltage interlock circuit of claim 1, wherein the high-voltage interface assembly comprises a plurality of high-voltage interfaces, wherein the first end of the controller is connected to the first end of the high-voltage interface assembly, wherein the second end of the controller is connected to the second end of the high-voltage interface assembly, and wherein the service switch is connected between any two of the plurality of high-voltage interfaces.

4. The high-voltage interlock circuit according to claim 1, wherein a first end of said controller is connected to a first end of said high-voltage interface assembly, a second end of said controller is connected to a second end of said high-voltage interface assembly, said controller and said high-voltage interface assembly form a loop, and said service switch is not connected to said loop.

5. The high voltage interlock circuit of any of claims 1 to 4, wherein the controller is a battery management system controller.

6. The high voltage interlock circuit of any of claims 1-4, wherein said controller comprises a first controller and a second controller, said first controller and said second controller being connected,

the first controller is connected with the high-voltage interface assembly and receives the switch state signal, and the output end of the second controller is used as the fourth end and used for outputting the control signal; or

The first controller is connected with the high-voltage interface assembly, the second controller receives the switch state signal, and the output end of the second controller serves as the fourth end and is used for outputting the control signal; or

The first controller is connected with the high-voltage interface assembly, the first controller and the second controller respectively receive the switch state signal, and the output end of the first controller or the second controller serves as the fourth end for outputting the control signal.

7. The high-voltage interlock circuit of claim 6, wherein said first controller is a battery management system controller and said second controller is a vehicle control unit.

8. The high voltage interlock circuit of claim 1, wherein the controller receives a switch status signal indicating that the switch is open via a third terminal and outputs a control signal for triggering an alarm message via a fourth terminal.

9. A battery management system, characterized in that it comprises a high-voltage interlock circuit according to any one of claims 1 to 8.

10. A vehicle comprising a high voltage circuit, and a high voltage interlock circuit according to any of claims 1-8 connected to the high voltage circuit by a high voltage interface assembly.