GB2574870A - Discharging a bus of an electrically powered or hybrid vehicle - Google Patents

Discharging a bus of an electrically powered or hybrid vehicle Download PDF

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Publication number
GB2574870A
GB2574870A GB201810215A GB201810215A GB2574870A GB 2574870 A GB2574870 A GB 2574870A GB 201810215 A GB201810215 A GB 201810215A GB 201810215 A GB201810215 A GB 201810215A GB 2574870 A GB2574870 A GB 2574870A
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United Kingdom
Prior art keywords
bus
polarity
rail
energy storage
storage means
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
GB201810215A
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GB2574870B (en
GB201810215D0 (en
Inventor
Hilary Berry Adrian
Stephen James Hamilton Duncan
Cotta Andrew
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Jaguar Land Rover Ltd
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Jaguar Land Rover Ltd
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Publication date
Application filed by Jaguar Land Rover Ltd filed Critical Jaguar Land Rover Ltd
Priority to GB1810215.2A priority Critical patent/GB2574870B/en
Publication of GB201810215D0 publication Critical patent/GB201810215D0/en
Priority to PCT/EP2019/064126 priority patent/WO2019243019A1/en
Priority to US17/254,538 priority patent/US12103403B2/en
Priority to CN201980041704.4A priority patent/CN112292282B/en
Priority to EP19728038.1A priority patent/EP3810454A1/en
Publication of GB2574870A publication Critical patent/GB2574870A/en
Application granted granted Critical
Publication of GB2574870B publication Critical patent/GB2574870B/en
Active legal-status Critical Current
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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/04—Cutting off the power supply under fault conditions
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
    • B60L3/0069—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to the isolation, e.g. ground fault or leak current
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01R—MEASURING ELECTRIC VARIABLES; MEASURING MAGNETIC VARIABLES
    • G01R19/00—Arrangements for measuring currents or voltages or for indicating presence or sign thereof
    • G01R19/165—Indicating that current or voltage is either above or below a predetermined value or within or outside a predetermined range of values
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01R—MEASURING ELECTRIC VARIABLES; MEASURING MAGNETIC VARIABLES
    • G01R31/00—Arrangements for testing electric properties; Arrangements for locating electric faults; Arrangements for electrical testing characterised by what is being tested not provided for elsewhere
    • G01R31/005—Testing of electric installations on transport means
    • G01R31/006—Testing of electric installations on transport means on road vehicles, e.g. automobiles or trucks
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01R—MEASURING ELECTRIC VARIABLES; MEASURING MAGNETIC VARIABLES
    • G01R31/00—Arrangements for testing electric properties; Arrangements for locating electric faults; Arrangements for electrical testing characterised by what is being tested not provided for elsewhere
    • G01R31/50—Testing of electric apparatus, lines, cables or components for short-circuits, continuity, leakage current or incorrect line connections
    • G01R31/52—Testing for short-circuits, leakage current or ground faults
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01R—MEASURING ELECTRIC VARIABLES; MEASURING MAGNETIC VARIABLES
    • G01R31/00—Arrangements for testing electric properties; Arrangements for locating electric faults; Arrangements for electrical testing characterised by what is being tested not provided for elsewhere
    • G01R31/12—Testing dielectric strength or breakdown voltage ; Testing or monitoring effectiveness or level of insulation, e.g. of a cable or of an apparatus, for example using partial discharge measurements; Electrostatic testing
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/14—Plug-in electric vehicles

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  • Engineering & Computer Science (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

A vehicle sub-system 1 (e.g. for an electric or hybrid vehicle, EV, HEV, BEV, NEV, PHEV) includes an electrical power bus 12, 14, 16 for distributing electrical power from an electrical energy storage means 10 (e.g. battery) to electrical components of the vehicle (e.g. an electric traction motor/generator 20). The sub-system also includes a means for disconnecting the energy storage means from the bus; a means for measuring the potential difference between a rail of the bus of a first polarity and a chassis 18 of the vehicle; and a means for connecting and disconnecting the rail of the bus to a terminal of the electrical energy storage means of opposite polarity. The rail of the bus is connected to the opposite polarity terminal of the electrical energy storage means if the measured potential difference between the rail and the chassis exceeds a predetermined value, until the potential difference between the rail and the chassis is less than the predetermined level. The rail is then disconnected from the terminal. This technique may be used to at least partially discharge a Y capacitance on any, or all, rails of the bus in the event of a vehicle collision.

Description

DISCHARGING A BUS OF AN ELECTRICALLY POWERED OR HYBRID VEHICLE
TECHNICAL FIELD
The present disclosure relates to a sub-system for a vehicle comprising an electrical power bus for distributing electrical power from an electrical energy storage means, a vehicle comprising such a sub-system, a method of reducing a potential difference between on the one hand, an electrical power bus for distributing electrical power from an electrical energy storage means of a vehicle and on the other, a chassis of the vehicle to below a predetermined level, and a non-transitory computer-readable medium bearing a computer program product or program code for executing such a method.
BACKGROUND
Electrically powered and hybrid vehicles often use high voltages in their vehicle drive systems. Such systems are usually referred to as “HV” systems, where “HV” denotes a high voltage. For example, an electrically powered or hybrid vehicle may typically comprise an electrical energy storage means, such as a 400-volt battery or a supercapacitor, for supplying electrical power to one or more combined electric traction motor/generators of the vehicle via an electrical power bus. Legislation requires that following a collision of such a vehicle, all voltages on the electrical power bus should be reduced to below a predetermined level, such as 60 volts, within a predetermined time, such as 5 seconds. It is already common, therefore, for all voltage sources, including the electrical battery, which are connected to the bus at the time of a collision to be rapidly disconnected from the bus following the collision.
However, any capacitances attached to the bus before the voltage sources are disconnected will remain present on the bus after the voltage sources have been disconnected at the same voltages as they had before. Such capacitances are generally of two types, called “X” capacitance and “Y” capacitance. X capacitance can exist between different parts of the bus which can be at different voltages from each other, so that a potential difference exists between them, for example between a positive rail of the bus and a negative rail of the bus. Y capacitance can exist between a part of the bus and a chassis of the vehicle, so that a potential difference can arise for example between the positive rail of the bus and the chassis of the vehicle or between the negative rail of the bus and the chassis of the vehicle.
A voltage across an X capacitance may be discharged within the predetermined time required by legislation by connecting a resistance between the different parts of the bus which are at different voltages from each other, for example by connecting a resistance between the positive rail of the bus and the negative rail of the bus. The following prior art documents discuss various different techniques for discharging X capacitance: US 2014/0266044, US 2014/0070772, EP 2 664 479 A, CN 105799516 A and CN 105437981 A.
A voltage across a Y capacitance, on the other hand, is difficult to discharge within the predetermined time required by legislation. During normal operation of an electrically powered or hybrid vehicle pre-collision, the bus must be maintained at a good level of electrical isolation from the chassis of the vehicle. Some such vehicles therefore also include an isolation monitoring system (IMS) for ensuring that a good level of electrical isolation of the bus from the chassis is maintained, by periodically measuring an isolation resistance between the bus and the chassis. The isolation resistance may therefore be too high to allow a voltage on the Y capacitance to be discharged through it within the predetermined time required by legislation. On the other hand, if the isolation resistance were to be reduced, in order to reduce the Y capacitance discharge time and bring it within the predetermined time required by legislation, the minimum isolation impedance also required by legislation would not be met instead. This problem of discharging voltages on Y capacitances within the predetermined time required by legislation is made even harder if there are more devices connected to the HV bus, such as if there are two traction inverters instead of one, or if the vehicle comprises more than one HV bus. Furthermore, discharging voltages on X capacitances by connecting a resistance between parts of a bus which are at different voltages from each other can lead to an increase in voltage on the Y capacitance.
The present invention has been conceived to address this problem of discharging Y capacitances of an electrically powered or hybrid vehicle after a collision.
SUMMARY OF THE INVENTION
Aspects and embodiments of the invention provide a sub-system for a vehicle, the sub-system comprising an electrical power bus for distributing electrical power from an electrical energy storage means, an electrically powered or hybrid vehicle comprising such a sub-system, a method of reducing a potential difference between on the one hand, an electrical power bus for distributing electrical power from an electrical energy storage means of a vehicle and on the other, a chassis of the vehicle to below a predetermined level, and a non-transitory computer-readable medium bearing a computer program product or program code for executing such a method.
According to an aspect of the invention, there is provided a sub-system for a vehicle, wherein the sub-system comprises an electrical power bus for distributing electrical power from an electrical energy storage means, means for disconnecting the electrical energy storage means from the bus, means for measuring the potential difference between a rail of the bus of a first polarity and a chassis of the vehicle, and means for connecting the rail of the bus of the first polarity to a terminal of the electrical energy storage means of opposite polarity if the potential difference between the rail of the bus of the first polarity and the chassis is measured to be greater than a predetermined level, until the potential difference between the rail of the first polarity and the chassis is less than the predetermined level, then disconnecting the rail of the first polarity from the terminal of the electrical energy storage means of the opposite polarity.
In other words, the invention consists in connecting the rail of the bus of the first polarity to the terminal of the electrical energy storage means of the opposite polarity to at least partially discharge the Y capacitance on the rail of the bus in question. The Y capacitance on any or all rails of the bus, of either polarity (positive or negative), may be discharged in this fashion.
The electrical energy storage means may comprise, for example, a rechargeable battery and/or a supercapacitor.
The means for connecting the rail of the bus of the first polarity to and disconnecting the rail of the bus of the first polarity from the terminal of the electrical energy storage means of the opposite polarity may comprise a first resistance and a first switch, wherein the first resistance is connectable between the rail of the bus of the first polarity and the terminal of the electrical energy storage means of the opposite polarity by closing the first switch and wherein the first resistance and the first switch are part of a high-voltage (HV) monitoring system for measuring the potential difference between the rail of the bus of the first polarity and the terminal of the electrical energy storage means of the opposite polarity. In other words, components of the HV monitoring system, which are normally used for measuring the potential difference between the rail of the bus of the first polarity and the terminal of the electrical energy storage means of the opposite polarity, can also be used to at least partially discharge the Y capacitance on the rail of the bus in question as well.
The means for measuring the potential difference between the rail of the bus of the first polarity and the chassis may comprise a second resistance and a second switch, wherein the second resistance is connectable between the rail of the bus of the first polarity and the chassis by closing the second switch, and wherein the second resistance and the second switch are part of an isolation monitoring system (IMS) for confirming electrical isolation of the bus from the chassis.
In some embodiments, the vehicle sub-system may comprise means for detecting a collision of the vehicle, and wherein the means for disconnecting the electrical energy storage means from the bus, the means for measuring the potential difference between the rail of the bus of the first polarity and the chassis of the vehicle, and the means for connecting the rail of the bus of the first polarity to and disconnecting the rail of the bus of the first polarity from the terminal of the electrical energy storage means of the opposite polarity are all controllable by the means for detecting a collision of the vehicle after the means for detecting a collision of the vehicle detects a collision of the vehicle.
If so, the means for detecting a collision of the vehicle may comprise one or more of an impact sensor, a pressure sensor, a yaw-rate sensor and/or an acceleration sensor, and a restraints control module responsive to an output of the one or more sensors to control operation of the means for disconnecting the electrical energy storage means from the bus, the means for measuring the potential difference between the rail of the bus of the first polarity and the chassis of the vehicle, and the means for connecting the rail of the bus of the first polarity to and disconnecting the rail of the bus of the first polarity from the terminal of the electrical energy storage means of the opposite polarity.
In some embodiments, the means for disconnecting the electrical energy storage means from the bus, the means for measuring the potential difference between the rail of the bus of the first polarity and the chassis of the vehicle, and the means for connecting the rail of the bus of the first polarity to and disconnecting the rail of the bus of the first polarity from the terminal of the electrical energy storage means of the opposite polarity may all be operable after receiving an electrical signal requesting electrical power-down of the vehicle.
The first resistance may have a resistance of at least 1 mega-ohm, which is substantially greater than a passive discharge resistance of a load connected to the bus.
In some embodiments, the vehicle sub-system may comprise means for connecting the rail of the bus of the first polarity to a rail of the bus of the opposite polarity until the potential difference between the rail of the bus of the first polarity and the rail of the bus of the opposite polarity is substantially equal to zero, and then disconnecting the rail of the bus of the first polarity from the rail of the bus of the opposite polarity. The vehicle sub-system may therefore be used in such cases to discharge the X capacitance between the rail of the bus of the first polarity and the rail of the bus of the opposite polarity. The X capacitance between any pair of rails of the bus of opposite polarities from each other may be discharged in this fashion.
If so, the means for connecting the rail of the bus of the first polarity to and disconnecting the rail of the bus of the first polarity from the rail of the bus of the opposite polarity may comprise a third resistance and a third switch, wherein the third resistance is connectable between the rail of the bus of the first polarity and the rail of the bus of the opposite polarity by closing the third switch and wherein the third resistance and the third switch are part of the high voltage (HV) monitoring system for measuring the potential difference between the rail of the bus of the first polarity and the rail of the bus of the opposite polarity.
In another aspect, the invention provides a vehicle comprising a sub-system for a vehicle as described above. In some embodiments, the vehicle may be an electrically powered or hybrid vehicle and may also comprise an electrical energy storage means and a combined electric traction motor/generator connectable to the electrical power bus to be supplied with electrical power from the electrical energy storage means.
In a further aspect, the invention also provides a method of reducing a potential difference between a chassis of a vehicle and an electrical power bus for distributing electrical power from an electrical energy storage means of the vehicle to below a predetermined level, the method comprising disconnecting the electrical energy storage means from the bus, measuring the potential difference between a rail of the bus of a first polarity and the chassis to determine if it is greater than the predetermined level, and if so, connecting the rail of the bus of the first polarity to a terminal of the electrical energy storage means of the opposite polarity until the potential difference between the rail of the first polarity and the chassis is less than the predetermined level, then disconnecting the rail of the bus of the first polarity from the terminal of the electrical energy storage means of the opposite polarity.
In some embodiments, connecting the rail of the bus of the first polarity to the terminal of the electrical energy storage means of the opposite polarity comprises switching a first resistance connectable between the rail of the bus of the first polarity and the terminal of the electrical energy storage means of the opposite polarity into connection between the rail of the first polarity and the terminal of the opposite polarity, disconnecting the rail of the bus of the first polarity from the terminal of the electrical energy storage means of the opposite polarity comprises switching the first resistance out of connection between the rail of the first polarity and the terminal of the opposite polarity, wherein the first resistance is part of a high voltage (HV) monitoring system for measuring the potential difference between the rail of the bus of the first polarity and the terminal of the electrical energy storage means of the opposite polarity.
In some embodiments, measuring the potential difference between the rail of the bus of the first polarity and the chassis comprises switching a second resistance connectable between the rail of the bus of the first polarity and the chassis into connection between the rail of the bus of the first polarity and the chassis, and measuring the potential difference across the second resistance when connected between the rail of the bus of the first polarity and the chassis.
In embodiments, disconnecting the electrical energy storage means from the bus, measuring the potential difference between a rail of the bus of a first polarity and the chassis to determine if it is greater than the predetermined level, and if so, connecting the rail of the bus of the first polarity to a terminal of the electrical energy storage means of the opposite polarity until the potential difference between the rail of the first polarity and the chassis is less than the predetermined level, then disconnecting the rail of the bus of the first polarity from the terminal of the electrical energy storage means of the opposite polarity may all be carried out after detecting a collision of the vehicle.
If so, disconnecting the electrical energy storage means from the bus, measuring the potential difference between the rail of the bus of the first polarity and the chassis, and connecting the rail of the bus of the first polarity to the terminal of the electrical energy storage means of the opposite polarity may all be carried out within 200 milliseconds from detecting the collision of the vehicle.
Alternatively, in some embodiments, disconnecting the electrical energy storage means from the bus, measuring the potential difference between a rail of the bus of a first polarity and the chassis to determine if it is greater than the predetermined level, and if so, connecting the rail of the bus of the first polarity to a terminal of the electrical energy storage means of the opposite polarity until the potential difference between the rail of the first polarity and the chassis is less than the predetermined level, then disconnecting the rail of the bus of the first polarity from the terminal of the electrical energy storage means of the opposite polarity may all be carried out after receiving an electrical signal requesting electrical power-down of the vehicle.
If so, disconnecting the electrical energy storage means from the bus, measuring the potential difference between the rail of the bus of the first polarity and the chassis, and connecting the rail of the bus of the first polarity to the terminal of the electrical energy storage means of the opposite polarity may all be carried out within 1 second from receiving the electrical signal requesting electrical power-down of the vehicle.
In either case, in some embodiments, disconnecting the electrical energy storage means from the bus, measuring the potential difference between the rail of the bus of the first polarity and the chassis, connecting the rail of the bus of the first polarity to the terminal of the electrical energy storage means of the opposite polarity, and disconnecting the rail of the bus of the first polarity from the terminal of the electrical energy storage means of the opposite polarity may all be carried out within 5 seconds.
The method may also comprise connecting the rail of the bus of the first polarity to a rail of the bus of the opposite polarity via a third resistance after disconnecting the rail of the bus of the first polarity from the terminal of the electrical energy storage means of the opposite polarity.
If so, in some embodiments, disconnecting the electrical energy storage means from the bus, measuring the potential difference between the rail of the bus of the first polarity and the chassis, connecting the rail of the bus of the first polarity to the terminal of the electrical energy storage means of the opposite polarity, disconnecting the rail of the bus of the first polarity from the terminal of the electrical energy storage means of the opposite polarity and connecting the rail of the bus of the first polarity to the rail of the bus of the opposite polarity may all be carried out within 5 seconds.
The predetermined level may be substantially equal to 60 volts.
In a further aspect, the invention also provides a non-transitory computer readable medium bearing a computer program product or program code for executing a method of reducing a potential difference between on the one hand, an electrical power bus for distributing electrical power from an electrical energy storage means of a vehicle and on the other, a chassis of the vehicle to below a predetermined level, as described herein.
Within the scope of this application it is expressly intended that the various aspects, embodiments, examples and alternatives set out in the preceding paragraphs, in the claims and/or in the following description and drawings, and in particular the individual features thereof, may be taken independently or in any combination. That is, all embodiments and/or features of any embodiment can be combined in any way and/or combination, unless such features are incompatible. The applicant reserves the right to change any originally filed claim or file any new claim accordingly, including the right to amend any originally filed claim to depend from and/or incorporate any feature of any other claim although not originally claimed in that manner.
BRIEF DESCRIPTION OF THE DRAWINGS
One or more embodiments of the invention will now be described, by way of example only, with reference to the accompanying drawings, in which:
Fig. 1 is a schematic block diagram of an embodiment of a vehicle sub-system comprising a high voltage (HV) electrical supply sub-system;
Fig. 2 is a circuit diagram of an embodiment of a high voltage (HV) electrical supply subsystem such as that shown in Fig. 1;
Fig. 3 is a schematic perspective view of an embodiment of a hybrid vehicle comprising a vehicle sub-system such as that shown in Fig. 1;
Fig. 4 is a graph showing a first read-out from a test discharge of an electrical power bus of an HV electrical supply sub-system such as that shown in Fig. 2;
Fig. 5 is a graph showing a second read-out from the same test discharge of an electrical power bus of an HV electrical supply sub-system as that shown in Fig. 4; and
Fig. 6 is a schematic flow diagram of an embodiment of a method of reducing a potential difference between a chassis of a vehicle and an electrical power bus of an HV electrical supply sub-system such as that shown in Fig. 2.
DETAILED DESCRIPTION
Fig. 1 schematically shows a vehicle sub-system 1 comprising a high voltage (HV) electrical supply sub-system 2, a high voltage (HV) monitoring system 4, an isolation monitoring system (IMS) 6 and a restraints control module 8. The HV electrical supply sub-system 2 comprises an electrical energy storage means 10 and an electrical power bus 12, 14, 16. The electrical energy storage means 10 comprises, for example, a battery and/or a supercapacitor. The electrical power bus 12, 14, 16 is for distributing electrical power from the electrical energy storage means 10 to various different electrical components of the vehicle, such as to one or more combined electric traction motor/generators 20. The HV monitoring system 4 is for monitoring voltages on various different parts of the HV electrical supply sub-system 2, such as between terminals of the electrical energy storage means 10 or on different rails of the bus 12, 14, 16. The isolation monitoring system (IMS) 6 is for monitoring electrical isolation of the HV electrical supply sub-system 2 from a chassis 18 of the vehicle. The restraints control module 8 is for detecting a collision of the vehicle, and receives electrical signals from, for example, impact sensors, pressure sensors, yaw-rate sensors and/or accelerometers to detect a collision of the vehicle. In response to the detection of such a collision, the restraints control module 8 can control operation of such components of the vehicle as airbags, seat belt tensioners, hazard warning lights, and so on. According to an embodiment of the invention, the restraints control module 8 can also control connection of the electrical energy storage means 10 to the bus 12,14,16, as well as operation of the HV monitoring system 4 and of the IMS 6, in a manner to be described in greater detail below.
Fig. 2 is a circuit diagram schematically showing the HV electrical supply sub-system 2 of Fig. 1 in greater detail. As Fig. 2 shows, the HV electrical supply sub-system 2 comprises an electrical energy storage means, which in this embodiment is a battery 10, but which in other embodiments may alternatively or additionally comprise, for example, a supercapacitor. The HV electrical supply sub-system 2 also comprises an electrical power bus 12, 14, 16 for distributing electrical power from the battery 10 to various different electrical components of the vehicle. The electrical power bus comprises a negative bus or rail 12 and at least one positive bus or rail 14. To accommodate a greater number of loads representing a greater number of electrical components of the vehicle which can be supplied with electrical power by the battery 10, the electrical power bus may comprise one or more auxiliary buses or rails 16. Hereinafter, the first positive bus or rail 14 will be referred to as “Bus 1” and the one or more auxiliary positive buses or rails 16 will be referred to as “Bus n”. Each of the negative and positive buses or rails 12, 14, 16 may be connected to a respectively positive or negative terminal of the battery 10 via a respective electrical contactor, labelled “Contactor (-ve bus)”, “Contactor (Bus 1)” and “Contactor (Bus n)” in Fig. 2. During operation of the HV electrical supply sub-system 2, the contactors are opened and closed as required to supply electrical power to the one or more loads connected across one of the positive buses 14, 16 on the one hand and the negative bus 12 on the other. The passive discharge resistances of these loads are respectively represented in Fig. 2 by the resistors labelled “Rdischarge (Bus 1)” and “Rdischarge (Bus n)”. These discharge resistances each represent the parallel combination of the passive discharge resistances of each load connected to the buses. The values of Rdischarge (Bus 1) and Rdischarge (Bus n) each typically amount to a few tens of kilo-ohms, for example.
In Fig. 2, the X capacitance between Bus 1 and the negative bus 12 is labelled “Cx (Bus 1)” and the X capacitance between Bus n and the negative bus 12 is similarly labelled “Cx (Bus n)”. As also shown in Fig. 2, adjacent to the HV electrical supply sub-system 2 is a chassis 18 of the vehicle, which is at or near to ground potential. Each of the negative and positive buses 12,14,16 is isolated from the chassis 18 by a large isolating resistance, which are respectively labelled “RiS0 (-ve bus)”, “RiS0 (Bus 1)” and “RiS0 (Bus n)” in Fig. 2. The values of these large isolating resistances will depend on the particular construction of the vehicle, but may include the resistances of such insulating components as rubber mounts and plastic sheathing for electrical cables, and so on. In parallel to each of these isolating resistances are the Y capacitances of the electrical power bus 12, 14, 16. In Fig. 2, the Y capacitance between the negative bus 12 and the chassis 18 is labelled “Cy (-ve Bus)”, the Y capacitance between Bus 1 and the chassis 18 is labelled “Cy (Bus 1)” and the Y capacitance between Bus n and the chassis 18 is labelled “Cy (Bus n)”.
The HV electrical supply sub-system 2 is monitored by isolation monitoring system (IMS) 6. The IMS 6 monitors and manages the isolation of the battery 10 and of the electrical power bus 12, 14, 16 from the chassis 18. The isolation monitoring system comprises a plurality of high-value resistors, labelled R5, Re, Ry, Rs and R9 in Fig. 2, as well as a plurality of corresponding controllable switches, labelled “Cntrliso (Battery +ve)”, “Cntrliso (Battery -ve)”, “Cntrliso (-ve Bus)”, “Cntrliso (Bus 1)” and “Cntrliso (Bus n)” in Fig. 2. During operation of the IMS 6, R5 can be connected between the positive terminal of the battery 10 and the chassis 18 by closing the switch Cntrliso (Battery 4-ve), Re can be connected between the negative terminal of the battery 10 and the chassis 18 by closing the switch Cntrliso (Battery -ve), R7 can be connected between the negative bus 12 and the chassis 18 by closing the switch Cntrliso (-ve Bus), R8 can be connected between Bus 1 and the chassis 18 by closing the switch Cntrliso (Bus 1) and R9 can be connected between Bus n and the chassis 18 by closing the switch Cntrliso (Bus n). The values of R5, Re, R7, Rs and R9 are high, for example 2 Mega-ohms each, to ensure that if the corresponding one of the controllable switches of the IMS is momentarily closed, very little current flows through the respective resistor to the chassis 18. On the other hand, the values of R5, Re, R7, Rs and R9 are generally less than the very high values of the large isolating resistances RiS0 (-ve bus), RiS0 (Bus 1) and RiS0 (Bus n).
During operation of the isolation monitoring system 6, at predetermined intervals, the IMS 6 momentarily closes a respective one of these controllable switches and measures the potential difference across the corresponding one of the high-value resistors R5, Re, R7, Rs and R9 to ensure continuing electrical isolation of a corresponding part of the HV electrical supply subsystem 2 from the chassis 18. A potential difference across the corresponding one of the high value resistors R5, Re, R?, R8 and R9 above a predetermined level will indicate the continuing isolation of the corresponding part of the HV electrical supply sub-system 2 from the chassis 18. On the other hand, a potential difference across the corresponding one of the high-value resistors R5, Re, Ry, Rs and R9 below the predetermined level could indicate a potential failure of some component of a corresponding one of the large isolating resistances RiS0 (-ve bus), Riso (Bus 1) and RiS0 (Bus n) or of the battery 10.
According to an embodiment of the invention, in order to reduce the potential difference between the electrical power bus 12, 14, 16 and the chassis 18 below a predetermined level, and therefore in order to discharge one or more of the Y capacitances Cy (-ve Bus), Cy (Bus 1) and Cy (Bus n) on the buses 12, 14, 16, a corresponding one or more of the controllable switches of the IMS 6 can be closed until the potential difference is measured by the IMS 6 to be below the predetermined level. Thereafter, the controllable switches of the IMS can be opened again, in order to restore the electrical isolation of the electrical power bus 12, 14, 16 from the chassis 18 by the large isolating resistances RiS0 (-ve bus), RiS0 (Bus 1) and RiS0 (Bus n). This technique may be used, for example, after a collision of the vehicle to rapidly reduce the potential difference to below 60 volts. In such a case, the IMS 6 can be controlled by the restraints control module 8 as just described. Alternatively or additionally, the same technique may be used as part of a power-down operation of the HV electrical supply sub-system 2 to reduce the potential difference to zero.
Returning to Fig. 2, it may be seen that the HV electrical supply sub-system 2 is also monitored by HV monitoring system 4. The HV monitoring system 4 comprises a plurality of high-value resistors, labelled Ri, R2, R3, R4, “Rx (Bus 1)” and “Rx (Bus n)” in Fig. 2, as well as a plurality of corresponding controllable switches, labelled “Cntrlnv 1”, “Cntrlnv 2”, “Cntrlnv 3”, “Cntrlnv 4”, “Cntrlnv (Bus 1)” and “Cntrlnv (Bus n)” in Fig. 2. During operation of the high-voltage monitoring system, R1 can be connected between the positive and negative terminals of the battery 10 by closing the switch Cntrlnv 1, R2 can be connected between the negative bus 12 and the positive terminal of the battery 10 by closing the switch Cntrlnv 2, R3 can be connected between Bus 1 and the negative terminal of the battery 10 by closing the switch Cntrlnv 3, R4 can be connected between Bus n and the negative terminal of the battery 10 by closing the switch Cntrlnv 4, Rx (Bus 1) can be connected between Bus 1 and the negative bus 12 by closing the switch Cntrlnv (Bus 1) and Rx (Bus n) can be connected between Bus n and the negative bus 12 by closing the switch Cntrlnv (Bus n). The values of R1, R2, R3, R4, Rx (Bus 1) and Rx (Bus n) are high in comparison to the discharge resistances Recharge (Bus 1) and Rdischarge (Bus n) of the loads connected to the electrical power bus 12, 14, 16, for example 1 Mega-ohm each, to ensure that if the corresponding one of the controllable switches of the
HV monitoring system is momentarily closed, very little current flows through the respective resistor.
During operation of the HV monitoring system 4, at predetermined intervals, the HV monitoring system 4 momentarily closes a respective one of these controllable switches and measures the potential difference across the corresponding one of the high-value resistors Ri, R2, R3, R4, Rx (Bus 1) and Rx (Bus n) in order to measure the voltages on different parts of the HV electrical supply sub-system 2. For example, by momentarily closing the switch Cntrlnv 1, the HV monitoring system 4 can measure the potential difference across R1, and therefore the voltage across the terminals of the battery 10, in order to determine whether or not the battery needs recharging. The HV monitoring system 4 can similarly determine the voltages on one or more of the positive and negative buses 12, 14, 16 by momentarily closing an appropriate one or ones of the other controllable switches of the HV monitoring system to measure the potential difference across the corresponding one or ones of the other resistors R2, R3, R4, Rx (Bus 1) and Rx (Bus n). One or more of the contactors, Contactor (-ve bus), Contactor (Bus 1) and Contactor (Bus n), between the battery 10 and the electrical power bus 12, 14, 16 can then opened and/or closed, in order to adjust the voltages on the bus as desired.
However, according to an embodiment of the invention, in order to rapidly reduce the potential difference between one or more of Bus 1 and Bus n on the one hand and the negative bus 12 on the other below a predetermined level, and therefore in order to discharge one or more of the X capacitances Cx (Bus 1) and Cx (Bus n), a corresponding one or more of the controllable switches CntrlHv (Bus 1) and CntrlHv (Bus n) can be closed by the HV monitoring system, allowing current to flow through the respective one or ones of Rx (Bus 1) and Rx (Bus n) until the potential difference between the positive and negative buses is measured by the HV monitoring system 4 to be below this predetermined level. This technique may be used, for example, after a collision of the vehicle, under control of the restraints control module 8, and/or as part of a power-down operation of the HV electrical supply sub-system 2, to rapidly reduce the potential difference between the positive and negative buses, including, possibly, to zero.
Moreover, according to another embodiment of the invention, as an alternative to or in addition to the technique described above for discharging Y capacitances, in order to help reduce the potential difference between the electrical power bus 12, 14, 16 and the chassis 18 below a predetermined level, and therefore in order to help discharge one or more of the Y capacitances Cy (-ve Bus), Cy (Bus 1) and Cy (Bus n) on the buses 12, 14, 16, one or more of the controllable switches of the HV monitoring system 4 can be closed to connect a bus of one polarity to a terminal of the battery 10 of the opposite polarity until the potential difference between the bus in question and the chassis 18 is measured to be below the predetermined level. For example, by closing the switch CntrlHv 3, Bus 1 can be connected to the negative terminal of the battery 10 through the resistor R3, thereby helping to pull the voltage of Bus 1 down towards the ground voltage of the chassis 18. Similarly, by closing the switch CntrlHv 4, Bus n can be connected to the negative terminal of the battery 10 through the resistor R4, thereby helping to pull the voltage of Bus n down towards the ground voltage of the chassis 18. Alternatively, by closing the switch CntrlHv 2, the negative bus 12 can be connected to the positive terminal of the battery 10 through the resistor R2, thereby helping to pull the voltage of the negative bus 12 up towards the ground voltage of the chassis 18. Thereafter, whichever one or ones of the controllable switches of the HV monitoring system 4 have been closed in this manner can be opened again, in order to ensure that the electrical power bus 12, 14, 16 is disconnected from the battery 10 once again and to prevent an “overshoot” of the voltage on the bus in the opposite direction. This technique may be used, for example, after a collision of the vehicle to rapidly reduce the potential difference between the electrical power bus 12, 14, 16 and the chassis 18 below 60 volts. In such a case, the HV monitoring system 4 can be controlled by the restraints control module 8 as just described. Alternatively or additionally, the same technique may be used as part of a power-down operation of the HV electrical supply sub-system 2 to reduce the potential difference to zero.
Fig. 3 shows an example of a hybrid vehicle 22 comprising a vehicle sub-system such as the vehicle sub-system 1 shown in Fig. 1, as well as a combined electric traction motor/generator connectable to the electrical power bus 12, 14, 16 to be supplied with electrical power from the electrical battery 10.
Fig. 4 is a graph showing a first read-out from a test discharge carried out on the HV electrical supply sub-system 2 shown in Fig. 2, in which the potential difference between the negative rail 12 of the electrical power bus and the chassis 18 as measured in volts on the y-axis or ordinate is plotted against time as measured in seconds on the x-axis or abscissa. In Fig. 4, reading the graph from left to right, a first portion 30 of the graph represents the normal behaviour of the negative rail 12 before the discharge commences. As may be seen, during this time, the voltage on the negative rail 12 becomes increasingly negative, dropping from about - 210 volts to about - 340 volts. At time = 0 seconds, as indicated in Fig. 4 by reference numeral 31, the bus is disconnected from the battery 10, for example by opening the contactor Contactor (-ve bus), and discharge of the X capacitance is initiated, in this example by closing the switch CntrlHv (Bus 1), thereby connecting the positive and negative rails 12, 14 to each other. If such an HV electrical supply sub-system comprises an auxiliary bus, as the HV electrical supply sub-system 2 shown in Fig. 2 does, then the switch CntrlHv (Bus n) connecting the auxiliary bus 16 to the negative rail 12 may be closed as well in order to discharge the X capacitance between the auxiliary bus 16 and the negative rail 12. The potential difference between the negative rail 12 and the chassis 18 therefore reduces rapidly, its value becoming more positive, until the point of inflection indicated on Fig. 4 by reference numeral 32, when the positive and negative rails 12, 14 are at substantially the same voltage as each other, relative to the chassis 18, at which point, discharge of the Y capacitance between the negative rails 12 and the chassis 18 is triggered. In this case, discharge of the Y capacitance is triggered when the positive and negative rails 12,14 have both reached about - 90 volts, relative to the chassis 18. Discharge of the Y capacitance on the negative rail 12 is initiated, for example, by closing the switch Cntrliso (-ve Bus) connecting the negative rail 12 to the chassis 18. As the dashed read-off line labelled 33 on Fig. 4 shows, the potential difference between the negative rail 12 and the chassis 18 then reaches the target value of - 60 volts in only 2.24 seconds, well within the predetermined time limit of 5 seconds, and continues to reduce until at the predetermined time of 5 seconds after commencement of the discharge event, the value of the potential difference has risen further to only - 15.24 volts, well below the predetermined level, as the dashed read-off line labelled 34 shows. The potential difference continues to drop asymptotically thereafter towards zero. Following the discharge, the closed switches through which the sub-system 2 has been discharged are opened once again to re-isolate the positive and negative rails 12, 14, 16 of the sub-system 2 from each other and from the chassis 18.
Fig. 5 is a graph showing a second read-out from the same test discharge carried out on the HV electrical supply sub-system 2 shown in Fig. 2, in which the potential difference between the positive rail 14 of the electrical power bus and the chassis 18 as measured in volts on the y-axis or ordinate is again plotted against time as measured in seconds on the x-axis or abscissa. In Fig. 5, reading the graph from left to right, a first portion 40 of the graph represents the normal behaviour of the positive rail 14 before the discharge commences. As may be seen, during this time, the voltage on the positive rail 14 falls from about + 230 volts to about + 100 volts. At time = 0 seconds, as indicated in Fig. 5 by reference numeral 41, the bus is disconnected from the battery 10, for example by opening the contactor Contactor (Bus 1), and discharge of the X capacitance between the positive and negative rails 12, 14 is initiated. This is conducted in the same manner as described above in relation to Fig. 4. The potential difference between the positive rail 14 and the chassis 18 therefore starts to drop rapidly, so that by only 0.17 seconds after commencement of the discharge, it has already reached the target value of + 60 volts, as the dashed read-off line labelled 42 shows. The potential difference between the positive rail 14 and the chassis 18 continues to drop rapidly thereafter, its value becoming more negative, until the point of inflection on Fig. 5 labelled by reference numeral 43, when the positive and negative rails 12, 14 are at substantially the same voltage as each other, relative to the chassis 18. At this point, discharge of the Y capacitance between the positive rail 14 and the chassis 18 is triggered. As already stated above in relation to Fig. 4, discharge of the Y capacitance is triggered in this example when the positive and negative rails have both reached about - 90 volts, relative to the chassis 18. Discharge of the Y capacitance on the positive rail 14 is initiated, for example by closing the switch Cntrliso (Bus 1) connecting the positive rail 14 to the chassis 18. If the HV electrical supply sub-system comprises an auxiliary bus 16, as the HV electrical supply sub-system 2 shown in Fig. 2 does, then this can also be disconnected from the battery 10 at time = 0 seconds, for example by opening the contactor Contactor (Bus n), and the switch Cntrliso (Bus n) connecting the auxiliary bus 16 to the chassis 18 can be closed as well in order to discharge the Y capacitance between the auxiliary bus 16 and the chassis 18 as well.
Thereafter, the potential difference between the positive rail 14 and the chassis 18 rises so that at the predetermined time of 5 seconds after commencement of the discharge event, the potential difference between the positive rail 14 and the chassis 18 has risen to only - 8.97 volts, as the dashed read-off line labelled 44 shows. This is also well below the predetermined level. As may be seen, the potential difference continues to rise asymptotically thereafter towards zero. Following the discharge, the closed switches through which the sub-system 2 has been discharged are opened once again to re-isolate the positive and negative rails 12, 14, 16 of the sub-system 2 from each other and from the chassis 18.
Fig. 6 schematically shows an embodiment of a method 50 of reducing a potential difference between a chassis of a vehicle and an electrical power bus of an HV electrical supply subsystem of the vehicle, such as the HV electrical supply sub-system 2 shown in Fig. 2. Firstly, a collision of the vehicle is detected 51a or a power-down operation of the HV electrical supply sub-system 2 is initiated 51b. The electrical energy storage means 10 is then disconnected 52 from the bus 12, 14, 16. If a collision of the vehicle has been detected 51a, the electrical energy storage means 10 is disconnected 52 from the bus 12, 14, 16 immediately. If, on the other hand, a power-down operation of the HV electrical supply sub-system 2 has been initiated 51b, electrical currents on the bus are firstly reduced to substantially zero before the electrical energy storage means 10 is disconnected 52 from the bus 12, 14,16. In either case, however, the potential difference between a rail of the bus having a first polarity (for example, a positive rail, such as Bus 1 or Bus n) and the chassis 18 is then measured 53 to determine if it is greater than a predetermined level. If not, the method 50 ends. If so, however, the rail of the bus of the first polarity is connected 54 to a terminal of the electrical energy storage means 10 of the opposite polarity (for example, a negative terminal) until the potential difference between the rail of the first polarity and the chassis is less than the predetermined level, whereupon the rail of the bus of the first polarity is disconnected 55 from the terminal of the electrical energy storage means 10 of the opposite polarity. This process 52, 53, 54, 55 is carried out for all of the rails of the bus to ensure complete discharge of the Y capacitance on the electrical power bus 12, 14, 16. In this embodiment, the rail of the bus of the first polarity is then also connected 56 to a rail of the bus of the opposite polarity (for example, the negative rail 12) thereafter, to ensure discharge of the X capacitance on the electrical power bus 12, 14, 16 as well.
In different possible embodiments, the electrical energy storage means 10 is disconnected 52 from the bus 12, 14, 16, the potential difference between the rail of the bus of the first polarity and the chassis 18 is measured 53 to determine if it is greater than the predetermined level, and the rail of the bus of the first polarity is connected 54 to the terminal of the electrical energy storage means 10 of the opposite polarity, all within 1 second, preferably within 500 milliseconds, more preferably within 200 milliseconds, and most preferably within 100 milliseconds after a collision of the vehicle is detected 51a and/or a power-down operation of the HV electrical supply sub-system 2 is initiated 51b.
In different possible embodiments, the electrical energy storage means 10 is disconnected 52 from the bus 12, 14, 16, the potential difference between the rail of the bus of the first polarity and the chassis 18 is measured 53 to determine if it is greater than the predetermined level, the rail of the bus of the first polarity is connected 54 to the terminal of the electrical energy storage means 10 of the opposite polarity, and the rail of the bus of the first polarity is disconnected 55 from the terminal of the electrical energy storage means 10 of the opposite polarity, all within 5 seconds, preferably within 3 seconds, more preferably within 2 seconds, and most preferably within 1 second after a collision of the vehicle is detected 51a and/or a power-down operation of the HV electrical supply sub-system 2 is initiated 51b.
For the purposes of this disclosure, it is to be understood that the control systems described herein can each comprise a control unit or computational device having one or more electronic processors. A vehicle and/or a system thereof may comprise a single control unit or electronic controller or alternatively different functions of the controllers may be embodied in, or hosted in, different control units or controllers. A set of instructions could be provided which, when executed, cause said controllers or control units to implement the control techniques described herein, including the described methods. The set of instructions may be embedded in one or more electronic processors, or alternatively, the set of instructions could be provided as software to be executed by one or more electronic processors. For example, a first controller may be implemented in software run on one or more electronic processors, and one or more other controllers may also be implemented in software run on or more electronic processors, optionally the same one or more processors as the first controller. It will be appreciated, however, that other arrangements are also useful, and therefore, the present disclosure is not intended to be limited to any particular arrangement. In any event, the set of instructions described above may be embedded in a computer-readable storage medium (e.g., a nontransitory storage medium) that may comprise any mechanism for storing information in a form readable by a machine or electronic processors/computational device, including, without limitation: a magnetic storage medium (e.g., floppy diskette); optical storage medium (e.g., CD-ROM); magneto optical storage medium; read only memory (ROM); random access memory (RAM); erasable programmable memory (e.g., EPROM and EEPROM); flash memory; or electrical or other types of medium for storing such information/instructions.
The blocks illustrated in Fig. 6 may represent steps in a method and/or sections of code in a computer program. The illustration of a particular order to the blocks does not necessarily imply that there is a required or preferred order for the blocks and the order and arrangement of the block may be varied. Furthermore, it may be possible for some steps to be omitted.
Although embodiments of the present invention have been described in the preceding paragraphs with reference to various examples, it should be appreciated that modifications to the examples given can be made without departing from the scope of the invention as claimed.
Features described in the preceding description may be used in combinations other than the combinations explicitly described.
Although functions have been described with reference to certain features, those functions may be performable by other features, whether described or not.
Although features have been described with reference to certain embodiments, those features may also be present in other embodiments whether described or not.
Whilst endeavouring in the foregoing specification to draw attention to those features of the invention believed to be of particular importance, it should be understood that the Applicant claims protection in respect of any patentable feature or combination of features hereinbefore referred to and/or shown in the drawings, whether or not particular emphasis has been placed thereon.

Claims (23)

1. A sub-system for a vehicle, wherein the sub-system comprises:
an electrical power bus for distributing electrical power from an electrical energy storage means;
means for disconnecting the electrical energy storage means from the bus;
means for measuring the potential difference between a rail of the bus of a first polarity and a chassis of the vehicle; and means for connecting the rail of the bus of the first polarity to a terminal of the electrical energy storage means of opposite polarity if the potential difference between the rail of the bus of the first polarity and the chassis is measured to be greater than a predetermined level, until the potential difference between the rail of the first polarity and the chassis is less than the predetermined level, then disconnecting the rail of the first polarity from the terminal of the electrical energy storage means of the opposite polarity.
2. A sub-system for a vehicle according to claim 1, wherein the means for connecting the rail of the bus of the first polarity to and disconnecting the rail of the bus of the first polarity from the terminal of the electrical energy storage means of the opposite polarity comprises:
a first resistance; and a first switch;
wherein the first resistance is connectable between the rail of the bus of the first polarity and the terminal of the electrical energy storage means of the opposite polarity by closing the first switch, and wherein the first resistance and the first switch are part of a high-voltage (HV) monitoring system for measuring the potential difference between the rail of the bus of the first polarity and the terminal of the electrical energy storage means of the opposite polarity.
3. A sub-system for a vehicle according to claim 1 or claim 2, wherein the means for measuring the potential difference between the rail of the bus of the first polarity and the chassis comprises:
a second resistance; and a second switch;
wherein the second resistance is connectable between the rail of the bus of the first polarity and the chassis by closing the second switch, and wherein the second resistance and the second switch are part of an isolation monitoring system (IMS) for confirming electrical isolation of the bus from the chassis.
4. A sub-system for a vehicle according to any one of the preceding claims, comprising means for detecting a collision of the vehicle, and wherein:
the means for disconnecting the electrical energy storage means from the bus;
the means for measuring the potential difference between the rail of the bus of the first polarity and the chassis of the vehicle; and the means for connecting the rail of the bus of the first polarity to and disconnecting the rail of the bus of the first polarity from the terminal of the electrical energy storage means of the opposite polarity;
are all controllable by the means for detecting a collision of the vehicle after the means for detecting a collision of the vehicle detects a collision of the vehicle.
5. A sub-system for a vehicle according to claim 4, wherein the means for detecting a collision of the vehicle comprises one or more of an impact sensor, a pressure sensor, a yawrate sensor and/or an acceleration sensor, and a restraints control module responsive to an output of the one or more sensors to control operation of:
the means for disconnecting the electrical energy storage means from the bus;
the means for measuring the potential difference between the rail of the bus of the first polarity and the chassis of the vehicle; and the means for connecting the rail of the bus of the first polarity to and disconnecting the rail of the bus of the first polarity from the terminal of the electrical energy storage means of the opposite polarity.
6. A sub-system for a vehicle according to any one of the preceding claims, wherein: the means for disconnecting the electrical energy storage means from the bus;
the means for measuring the potential difference between the rail of the bus of the first polarity and the chassis of the vehicle; and the means for connecting the rail of the bus of the first polarity to and disconnecting the rail of the bus of the first polarity from the terminal of the electrical energy storage means of the opposite polarity;
are all operable after receiving an electrical signal requesting electrical power-down of the vehicle.
7. A sub-system for a vehicle according to any one of claims 2 to 6, wherein the first resistance has a resistance of at least 1 mega-ohm, which is substantially greater than a passive discharge resistance of a load connected to the bus.
8. A sub-system for a vehicle according to any one of the preceding claims, comprising means for connecting the rail of the bus of the first polarity to a rail of the bus of the opposite polarity until the potential difference between the rail of the bus of the first polarity and the rail of the bus of the opposite polarity is substantially equal to zero, and then disconnecting the rail of the bus of the first polarity from the rail of the bus of the opposite polarity.
9. A sub-system for a vehicle according to claim 8, wherein the means for connecting the rail of the bus of the first polarity to and disconnecting the rail of the bus of the first polarity from the rail of the bus of the opposite polarity comprises:
a third resistance; and a third switch;
wherein the third resistance is connectable between the rail of the bus of the first polarity and the rail of the bus of the opposite polarity by closing the third switch, and wherein the third resistance and the third switch are part of the high voltage (HV) monitoring system for measuring the potential difference between the rail of the bus of the first polarity and the rail of the bus of the opposite polarity.
10. A vehicle comprising a sub-system for a vehicle according to any one of claims 1 to 9.
11. A vehicle according to claim 10, wherein the vehicle is an electrically powered or hybrid vehicle, comprising:
an electrical energy storage means; and a combined electric traction motor/generator connectable to the electrical power bus to be supplied with electrical power from the electrical energy storage means.
12. A method of reducing a potential difference between a chassis of a vehicle and an electrical power bus for distributing electrical power from an electrical energy storage means of the vehicle to below a predetermined level, the method comprising:
disconnecting the electrical energy storage means from the bus;
measuring the potential difference between a rail of the bus of a first polarity and the chassis to determine if it is greater than the predetermined level, and if so:
connecting the rail of the bus of the first polarity to a terminal of the electrical energy storage means of the opposite polarity until the potential difference between the rail of the first polarity and the chassis is less than the predetermined level, then disconnecting the rail of the bus of the first polarity from the terminal of the electrical energy storage means of the opposite polarity.
13. A method according to claim 12, wherein:
connecting the rail of the bus of the first polarity to the terminal of the electrical energy storage means of the opposite polarity comprises switching a first resistance connectable between the rail of the bus of the first polarity and the terminal of the electrical energy storage means of the opposite polarity into connection between the rail of the first polarity and the terminal of the opposite polarity;
disconnecting the rail of the bus of the first polarity from the terminal of the electrical energy storage means of the opposite polarity comprises switching the first resistance out of connection between the rail of the first polarity and the terminal of the opposite polarity; and the first resistance is part of a high voltage (HV) monitoring system for measuring the potential difference between the rail of the bus of the first polarity and the terminal of the electrical energy storage means of the opposite polarity.
14. A method according to claim 12 or claim 13, wherein measuring the potential difference between the rail of the bus of the first polarity and the chassis comprises:
switching a second resistance connectable between the rail of the bus of the first polarity and the chassis into connection between the rail of the bus of the first polarity and the chassis; and measuring the potential difference across the second resistance when connected between the rail of the bus of the first polarity and the chassis.
15. A method according to any one of claims 12 to 14, comprising disconnecting the electrical energy storage means from the bus, measuring the potential difference between the rail of the bus of the first polarity and the chassis, connecting the rail of the bus of the first polarity to the terminal of the electrical energy storage means of the opposite polarity, and disconnecting the rail of the bus of the first polarity from the terminal of the electrical energy storage means of the opposite polarity after detecting a collision of the vehicle.
16. A method according to claim 15, wherein disconnecting the electrical energy storage means from the bus, measuring the potential difference between the rail of the bus of the first polarity and the chassis, and connecting the rail of the bus of the first polarity to the terminal of the electrical energy storage means of the opposite polarity are all carried out within 200 milliseconds from detecting the collision of the vehicle.
17. A method according to any one of claims 12 to 15, comprising disconnecting the electrical energy storage means from the bus, measuring the potential difference between the rail of the bus of the first polarity and the chassis, connecting the rail of the bus of the first polarity to the terminal of the electrical energy storage means of the opposite polarity, and disconnecting the rail of the bus of the first polarity from the terminal of the electrical energy storage means of the opposite polarity after receiving an electrical signal requesting electrical power-down of the vehicle.
18. A method according to claim 17, wherein disconnecting the electrical energy storage means from the bus, measuring the potential difference between the rail of the bus of the first polarity and the chassis, and connecting the rail of the bus of the first polarity to the terminal of the electrical energy storage means of the opposite polarity are all carried out within 1 second from receiving the electrical signal requesting electrical power-down of the vehicle.
19. A method according to any one of claims 12 to 18, wherein disconnecting the electrical energy storage means from the bus, measuring the potential difference between the rail of the bus of the first polarity and the chassis, connecting the rail of the bus of the first polarity to the terminal of the electrical energy storage means of the opposite polarity, and disconnecting the rail of the bus of the first polarity from the terminal of the electrical energy storage means of the opposite polarity are all carried out within 5 seconds.
20. A method according to any one of claims 12 to 19, comprising connecting the rail of the bus of the first polarity to a rail of the bus of the opposite polarity via a third resistance after disconnecting the rail of the bus of the first polarity from the terminal of the electrical energy storage means of the opposite polarity.
21. A method according to claim 20, wherein disconnecting the electrical energy storage means from the bus, measuring the potential difference between the rail of the bus of the first polarity and the chassis, connecting the rail of the bus of the first polarity to the terminal of the electrical energy storage means of the opposite polarity, disconnecting the rail of the bus of the first polarity from the terminal of the electrical energy storage means of the opposite polarity, and connecting the rail of the bus of the first polarity to the rail of the bus of the opposite polarity are all carried out within 5 seconds.
22. A method according to any one of claims 12 to 21, wherein the predetermined level is substantially equal to 60 volts.
23. A non-transitory computer readable medium bearing a computer program product or program code for executing a method according to any one of claims 12 to 22.
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GB1810215.2A GB2574870B (en) 2018-06-21 2018-06-21 Discharging a bus of an electrically powered or hybrid vehicle
PCT/EP2019/064126 WO2019243019A1 (en) 2018-06-21 2019-05-30 Discharging a bus of an electrically powered or hybrid vehicle
US17/254,538 US12103403B2 (en) 2018-06-21 2019-05-30 Discharging a bus of an electrically powered or hybrid vehicle
CN201980041704.4A CN112292282B (en) 2018-06-21 2019-05-30 Bus discharge for electric or hybrid vehicles
EP19728038.1A EP3810454A1 (en) 2018-06-21 2019-05-30 Discharging a bus of an electrically powered or hybrid vehicle

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