WO2013097807A1 - 用于车辆充电与行驶的互锁方法 - Google Patents

用于车辆充电与行驶的互锁方法 Download PDF

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Publication number
WO2013097807A1
WO2013097807A1 PCT/CN2012/088035 CN2012088035W WO2013097807A1 WO 2013097807 A1 WO2013097807 A1 WO 2013097807A1 CN 2012088035 W CN2012088035 W CN 2012088035W WO 2013097807 A1 WO2013097807 A1 WO 2013097807A1
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WIPO (PCT)
Prior art keywords
vehicle
charging gun
charging
connection signal
gun connection
Prior art date
Application number
PCT/CN2012/088035
Other languages
English (en)
French (fr)
Inventor
魏维
王洪军
周伟
Original Assignee
深圳市比亚迪汽车研发有限公司
比亚迪股份有限公司
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Filing date
Publication date
Priority claimed from CN2011205719323U external-priority patent/CN202455130U/zh
Priority claimed from CN 201220266009 external-priority patent/CN202679006U/zh
Priority claimed from CN201220303636XU external-priority patent/CN202712941U/zh
Application filed by 深圳市比亚迪汽车研发有限公司, 比亚迪股份有限公司 filed Critical 深圳市比亚迪汽车研发有限公司
Publication of WO2013097807A1 publication Critical patent/WO2013097807A1/zh

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
    • B60L3/0046—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to electric energy storage systems, e.g. batteries or capacitors
    • 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
    • B60L1/00—Supplying electric power to auxiliary equipment of vehicles
    • B60L1/003—Supplying electric power to auxiliary equipment of vehicles to auxiliary motors, e.g. for pumps, compressors
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • 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
    • B60L1/00—Supplying electric power to auxiliary equipment of vehicles
    • B60L1/006—Supplying electric power to auxiliary equipment of vehicles to power outlets
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
    • B60L3/003—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to inverters
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/51—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells characterised by AC-motors
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    • 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
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/52—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells characterised by DC-motors
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    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/60—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
    • 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
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/10—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by the energy transfer between the charging station and the vehicle
    • B60L53/11—DC charging controlled by the charging station, e.g. mode 4
    • 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
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/10—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by the energy transfer between the charging station and the vehicle
    • B60L53/14—Conductive energy transfer
    • 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
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/10—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by the energy transfer between the charging station and the vehicle
    • B60L53/14—Conductive energy transfer
    • B60L53/16—Connectors, e.g. plugs or sockets, specially adapted for charging electric vehicles
    • 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
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/10—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by the energy transfer between the charging station and the vehicle
    • B60L53/14—Conductive energy transfer
    • B60L53/18—Cables specially adapted for charging electric vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/20—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by converters located in the vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60L53/22—Constructional details or arrangements of charging converters specially adapted for charging electric vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/20—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by converters located in the vehicle
    • B60L53/24—Using the vehicle's propulsion converter for charging
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • 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
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • H—ELECTRICITY
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Definitions

  • the invention relates to the technical field of automobile control, and particularly relates to an interlocking method for charging and running of a vehicle. Background technique
  • the safety of electric vehicles is also receiving more and more attention.
  • the reliability and safety of the connection are particularly important because of the connection with the external power grid. After the connection is established, the non-driving state of the vehicle must be ensured, thereby avoiding damage to the external charging device and ensuring the safety of the personnel; therefore, the charging connection and the driving of the vehicle must take corresponding interlocking measures.
  • an object of the present invention is to provide an interlocking method for charging and running of a vehicle, which can be applied to an electrically-charged electric vehicle such as an AC charging or a DC charging, thereby satisfying the safety of charging and vehicle driving. And has good efficiency and compatibility.
  • an embodiment of the present invention provides an interlocking method for charging and traveling of a vehicle, including the following steps: the vehicle is in an OFF position, and the power is turned on; detecting whether the vehicle is connected to the charging gun, and if so, further Detecting a type of the charging gun; if the type of the charging gun is an AC charging gun, the onboard charger of the vehicle transmits the detected charging gun connection signal to the power battery management system and the instrument of the vehicle; After receiving the charging gun connection signal, the meter sends a charging gun connection message to the motor controller of the vehicle; the motor controller detects the driving of the vehicle after receiving the charging gun connection signal Speed, and when determining that the traveling speed is less than or equal to the preset speed, maintaining the execution gear position as a preset gear position to control the vehicle to be in a non-driving state; and the power battery management system receiving the charging gun After the signal is connected, the charging mode is entered, and the charging state is maintained after detecting that the start button of the vehicle is powered on
  • an interlocking method for charging and running of a vehicle the vehicle first starts to be connected to an AC charging gun after power-on, and the vehicle charger detects a charging gun connection signal to output a hard line signal to the meter to display a corresponding charging gun symbol and After the status message is sent, the motor controller receives the charging gun connection message and determines whether it is a false trigger according to the vehicle speed condition, and then controls the driving state of the vehicle.
  • the method can be applied to an electrically-charged electric vehicle such as an AC charging or a DC charging, thereby satisfying the safety of charging and vehicle driving, and having good efficiency and compatibility.
  • FIG. 1 is a flow chart of an interlocking method for charging and traveling of a vehicle according to an embodiment of the present invention
  • FIG. 2 is a flow chart of an interlocking method for charging and exercising a vehicle according to another embodiment of the present invention
  • Figure 3 is a flow chart of AC charging and vehicle driving interlock
  • Figure 4 is a flow chart of DC charging and vehicle driving interlock
  • Figure 5 is a schematic diagram of a vehicle charging and driving interlock system
  • Figure 6 is a block schematic diagram of a power system for an electric vehicle
  • Figure 7 is a further block schematic diagram of a power system for an electric vehicle
  • Figure 8 is a top view of a power system for an electric vehicle. detailed description
  • first and second are used for descriptive purposes only and are not to be construed as indicating or implying a relative importance or implicitly indicating the number of technical features indicated.
  • features defining “first” and “second” may include one or more of the features, either explicitly or implicitly.
  • the meaning of “plurality” is two or more, unless specifically defined otherwise.
  • the terms “installation”, “connected”, “connected”, “fixed” and the like are to be understood broadly, and may be either a fixed connection or a detachable connection, unless otherwise explicitly stated and defined.
  • the first feature "on” or “under” the second feature may include direct contact of the first and second features, and may also include first and second features, unless otherwise explicitly defined and defined. It is not in direct contact but through additional features between them.
  • the first feature “above”, “above” and “above” the second feature includes the first feature directly above and above the second feature, or merely indicating that the first feature level is higher than the second feature.
  • the first feature “below”, “below” and “below” the second feature includes the first feature directly above and above the second feature, or merely indicating that the first feature level is less than the second feature.
  • Step S101 is that the vehicle is in an OFF position, and power-on is started.
  • Step S102 is to detect whether the vehicle is connected to the charging gun, and if so, to further detect the type of the charging gun.
  • Step S103 is that if the type of the charging gun is an AC charging gun, the vehicle's vehicle charger transmits the detected charging gun connection signal to the vehicle's power battery management system and the instrument, wherein the meter and the motor controller pass through the controller area network.
  • the bus communicates.
  • Step S104 is that after the meter receives the charging gun connection signal, the meter sends a charging gun connection message to the motor controller of the vehicle. After receiving the charging gun connection signal, the meter further displays the charging gun connection symbol and sends a summary of the charging gun connection signal, for example, to the motor controller.
  • Step S105 after the motor controller receives the charging gun connection signal, detects the traveling speed of the vehicle, and when determining that the traveling speed is less than or equal to the preset speed, keeps the execution gear position as the preset gear position to control the vehicle to be in the non-driving state.
  • the preset speed is 3Km/h
  • the preset gear position is N or P.
  • the motor controller determines that the vehicle is in a false state and maintains the running state of the vehicle.
  • Step S106 is that the power battery management system enters the charging mode after receiving the charging gun connection signal, and maintains the charging state after detecting that the start button of the vehicle is powered on.
  • a flowchart of an interlocking method for charging and driving a vehicle further includes the following steps:
  • Step S107 is that if the type of the charging gun is a DC charging gun, the power battery management system will detect the charging gun. The signal is sent to the instrument of the vehicle.
  • Step S108 is that after the meter receives the charging gun connection signal, the meter sends a charging gun connection message to the motor controller of the vehicle.
  • Step S109 after the motor controller receives the charging gun connection signal, detects the traveling speed of the vehicle, and when determining that the traveling speed is less than or equal to the preset speed, keeps the execution gear position as the preset gear position to control the vehicle to be in the non-driving state. .
  • Step S110 is that the power battery management system enters the charging mode after receiving the charging gun connection signal, and maintains the charging state after detecting that the start button of the vehicle is powered on.
  • an interlocking method for charging and traveling of a vehicle is started. After the vehicle is powered on, the AC charging gun is connected, and the vehicle charger detects a charging gun connection signal to output a hard line signal to the meter to display the corresponding charging gun symbol and send the signal. State message, after receiving the charging gun connection message, the motor controller determines whether it is a false trigger according to the vehicle speed condition, and then controls the driving state of the vehicle.
  • the method can be applied to an electrically-charged electric vehicle such as an AC charging or a DC charging, thereby satisfying the safety of charging and vehicle driving, and having good efficiency and compatibility.
  • Figure 3 is a flow chart of AC charging and vehicle driving interlock.
  • Step S301 is that the vehicle is in the OFF position.
  • Step S302 press the start button to start power-on.
  • Step S303 starts the entry into the drive mode for the power battery management system.
  • Step S304 detects the charging gun connection signal for the in-vehicle charger.
  • Step S305 outputs a charging gun connection signal to the meter for the vehicle charger.
  • Step S306 displays the charging gun connection symbol for the meter, and sends the charging gun connection signal and sends the corresponding status message.
  • Step S307 is that the motor controller receives the charging gun connection message.
  • Step S308 is to determine whether the vehicle speed is less than or equal to 3 Km/h.
  • step S309 when it is judged that the vehicle speed is less than or equal to 3 Km/h, the motor controller keeps executing the gear position as the N gear or the P gear.
  • step S310 when the motor controller keeps executing the gear position as N gear or P gear, the vehicle cannot travel.
  • step S301 is that the vehicle is in the DFF position
  • step S302 is performed to start the power-on by pressing the start button
  • step S302' performs the execution of another branch for the charging gun connection
  • step S303' is output for the vehicle charger.
  • the charging gun connection signal is sent to the power battery management system
  • step S304' is started to enter the charging mode for the power battery management system
  • step S305' is to start power-on by pressing the start button
  • step S306' is to shield the power battery management system from starting the power-on request
  • keep charging The state is finally executed in step S310.
  • step S311 when it is determined that the vehicle speed is greater than 3Km/h, the motor controller determines that the false trigger signal remains in the running state. State.
  • the vehicle first starts to be connected to the AC charging gun after power-on, and the vehicle charger detects the charging gun connection signal and outputs a hard line signal to the meter.
  • the meter displays the corresponding charging gun symbol and sends a status message, and the motor controller receives the charging gun connection. After the message, according to the vehicle speed, it is judged whether it is a false trigger.
  • the charging gun signal is a signal error when the vehicle is driving.
  • the preset speed is set by the user according to safety and needs.
  • the motor controller performs the gear position to maintain the N or P position, keeping the vehicle in the non-driving state.
  • the car charger has output the charging gun connection signal to the power battery management system according to the detected charging gun connection state, and the power battery management system starts to enter the charging mode and no longer responds to the start.
  • the button command ensures that the motor controller has no high voltage power supply and keeps the vehicle in a non-driving state.
  • Figure 4 is a flow chart of DC charging and vehicle driving interlock.
  • Step S401 is that the vehicle is in the OFF position.
  • Step S402 press the start button to start power-on.
  • Step S403 starts the entry into the drive mode for the power battery management system.
  • Step S404 detects the charging gun connection signal for the power battery management system.
  • Step S405 is that the power battery management system hardly outputs a charging gun signal to the meter.
  • Step S406 displays the charging gun connection symbol for the meter, and collectively sends the charging gun connection signal and sends the corresponding status message.
  • Step S407 is that the motor controller receives the charging gun connection message.
  • Step S408 is to determine whether the vehicle speed is less than or equal to 3 Km/h.
  • step S409 when it is judged that the vehicle speed is less than or equal to 3 Km/h, the motor controller keeps executing the gear position as the N gear or the P gear.
  • step S410 when the motor controller keeps executing the gear position as N gear or P gear, the vehicle cannot travel.
  • step S402 is performed to start the power-on by pressing the start button, and step S402' performs the execution of another branch for the charging gun connection, and then step S403' is the power battery management system.
  • step S404' presses the start button to start power-on
  • step S405' shields the power battery management system from the power-on request, maintains the charging state
  • step S410 performs step S410 to block the power-on request from the power battery management system to maintain When charging, the vehicle cannot travel.
  • step S411 when it is determined that the vehicle speed is greater than 3Km/h, the motor controller determines that the false trigger signal remains in the running state.
  • the vehicle first starts to be connected to the DC charging gun after power-on, and the power battery management system detects the charging gun connection signal and outputs a hard line signal to the meter.
  • the meter displays the corresponding charging gun symbol and sends a status message, and the motor controller receives the charging.
  • the gun After the gun is connected to the message, it is judged whether it is a false trigger according to the vehicle speed.
  • the charging gun signal is a signal error when the vehicle is driving.
  • the preset speed is set by the user according to safety and needs. In order to protect the driving safety of the vehicle, the driving state is continued.
  • the motor controller When the vehicle speed is less than the preset speed, it is determined that the charging gun is connected, and the motor controller performs the gear position to maintain the N or P position, and keeps the vehicle in a non-driving state.
  • the charging gun When the charging gun is connected first and then press the start button to power up, the power battery management system has started to enter the charging mode according to the detected charging gun connection state and no longer responds to the start button command, thereby ensuring that the motor controller has no high voltage power supply, and the vehicle is maintained. In a non-driving state.
  • an interlocking method for charging and traveling of a vehicle is started. After the vehicle is powered on, the AC charging gun is connected, and the vehicle charger detects a charging gun connection signal to output a hard line signal to the meter to display the corresponding charging gun symbol and send the signal. State message, after receiving the charging gun connection message, the motor controller determines whether it is a false trigger according to the vehicle speed condition, and then controls the driving state of the vehicle.
  • the method can be applied to an electrically-charged electric vehicle such as an AC charging or a DC charging, thereby satisfying the safety of charging and vehicle driving, and having good efficiency and compatibility.
  • the schematic diagram of the vehicle charging and driving interlock system includes: a combination meter 107, a motor controller 80, a power battery manager 108 and a vehicle charger 70, wherein the charging port is divided into a DC charging port and an AC charging port.
  • the AC charging port is connected to the car charger 70, the car charger 70 is connected to the power battery manager 108 and the combination meter 107; the DC charging port is connected to the power battery manager 108, and the power battery manager 108 is combined with The meter 107 is connected, wherein the combination meter 107 interacts with the motor controller 80.
  • These components are used all the time in electric vehicles and can be used in conductive charging and other electric vehicles such as AC charging or DC charging to meet the safety of charging and vehicle driving, and have good compatibility.
  • a power system for an electric vehicle includes a power battery 10, a charging and discharging socket 20, a bidirectional DC/DC module 30, a drive control switch 40, a bidirectional DC/AC module 50, and a motor.
  • the switch 60, the charge and discharge control module 70, and the controller module 80 are controlled.
  • the first DC terminal a1 of the bidirectional DC/DC module 30 is connected to the other end of the power battery 10.
  • the second DC terminal a2 of the bidirectional DC/DC module 30 is connected to one end of the power battery 10, and the first DC terminal is connected.
  • Al is the common DC terminal for the input and output of the bidirectional DC/DC module 30.
  • One end of the drive control switch 40 is connected to one end of the power battery 10, and the other end of the drive control switch 40 is connected to the third DC terminal a3 of the bidirectional DC/DC module 30.
  • the first DC terminal bl of the bidirectional DC/AC module 50 is connected to the other end of the drive control switch 40, and the second DC terminal b2 of the bidirectional DC/AC module 50 is connected to the other end of the power battery 10, and one end of the motor control switch 60 Connected to the AC terminal c of the bidirectional DC/AC module 50, the other end of the motor control switch 60 is connected to the motor M.
  • One end of the charge and discharge control module 70 is connected to the AC terminal c of the bidirectional DC/AC module 50, and the charge and discharge control module 70 The other end is connected to the charging and discharging socket 20.
  • the controller module 80 is connected to the drive control switch 40, the motor control switch 60 and the charge and discharge control module 70.
  • the controller module 80 is configured to drive and control the switch 40, the motor control switch 60, and the charge and discharge according to the current working mode of the power system. Control module 70 performs the control.
  • the operating mode in which the power system is currently located may include a drive mode and a charge and discharge mode.
  • the controller module 80 controls the driving control switch 40 to close to close the bidirectional DC/DC module 30, and controls the motor control switch 60 to close to drive the motor M normally, and to control the charging and discharging.
  • Control module 70 is turned off.
  • the motor control switch 60 of FIG. 8 includes three switches connected to the three-phase input of the motor, it may include two phases with the motor in other embodiments of the present invention. Enter the two connected switches, or even one. As long as the control of the motor can be realized.
  • the controller module 80 controls the driving control switch 40 to open to activate the two-way DC/DC module 30, and controls the motor control switch 60 to open to remove the motor M, and
  • the charge and discharge control module 70 is controlled to be closed so that the external power source can normally charge the power battery 10.
  • the first DC terminal a and the third DC terminal a3 of the bidirectional DC/DC module 30 are connected to the positive and negative terminals of the DC bus.
  • the power system for the electric vehicle may further include a high voltage distribution box 90, a meter
  • the drive control switch 40, the first switch K1 and the second switch K2 may be disposed in the high voltage distribution box 90.
  • the power system for the electric vehicle further includes a first pre-charge control module 101.
  • One end of the first pre-charge control module 101 is connected to one end of the power battery 10, and the other end of the first pre-charge control module 101.
  • the first precharge control module 101 is configured to precharge the capacitor C1 and the bus capacitor CO in the bidirectional DC/DC module 30, wherein the bus capacitor CO connection Between the first DC terminal a1 of the bidirectional DC/DC module 30 and the third DC terminal a3 of the bidirectional DC/DC module 30.
  • the first pre-charge control module 101 includes a first resistor R1, a first switch K1, and a second switch K2.
  • One end of the first resistor R1 is connected to one end of the first switch K1, the other end of the first resistor R1 is connected to one end of the power battery 10, and the other end of the first switch K1 is connected to the second DC end a2 of the bidirectional DC/DC module 30.
  • the first resistor R1 and the first switch K1 are connected in series and then connected in parallel with the second switch K2, wherein the controller module 80 controls the first switch K1 to close to the capacitor C1 in the bidirectional DC/DC module 30 when the power system is started.
  • the bus capacitor CO is precharged, and when the voltage of the bus capacitor CO and the voltage of the power battery 10 are at a predetermined multiple, the first switch K1 is controlled to be turned off while the second switch K2 is controlled to be closed.
  • the bidirectional DC/DC module 30 further includes a first switching transistor Q1, a second switching transistor Q2, a first diode D1, a second diode D2, a first inductor L1, and a first capacitor C1.
  • the first switch tube Q1 And the second switch tube Q2 is connected in series with each other, and the first switch tube Q1 and the second switch tube Q2 connected in series are connected between the first DC end a1 and the third DC end a3 of the bidirectional DC/DC module 30,
  • a switch tube Q 1 and a second switch tube Q2 are controlled by the controller module 80, and a first node A is provided between the first switch tube Q 1 and the second switch tube Q2.
  • the first diode D 1 is connected in anti-parallel with the first switching transistor Q 1
  • the second diode D2 is connected in anti-parallel with the second switching transistor Q2
  • one end of the first inductor L 1 is connected to the first node A
  • first The other end of the inductor L 1 is connected to one end of the power battery 10.
  • One end of the first capacitor C 1 is connected to the other end of the first inductor L 1
  • the other end of the first capacitor C 1 is connected to the other end of the power battery 10 .
  • the power system for the electric vehicle further includes a leakage current reduction module 102 connected to the first DC terminal al and the bidirectional DC/DC module of the bidirectional DC/DC module 30. Between the third DC terminal a3 of 30.
  • the leakage current reduction module 102 includes a second capacitor C2 and a third capacitor C3. One end of the second capacitor C2 is connected to one end of the third capacitor C3, and the other end of the second capacitor C2 is connected to the bidirectional DC/DC module 30. The other end of the third capacitor C3 is connected to the third DC terminal a3 of the bidirectional DC/DC module 30, wherein the second capacitor C2 and the third capacitor C3 have a second node B.
  • the leakage current reduction module 102 includes two capacitors C2 and C3 of the same type, which are installed between the positive and negative terminals of the DC bus and the midpoint potential of the three-phase AC.
  • the generated high-frequency current can be fed back to the DC side. That is to effectively reduce the high-frequency leakage current of the system during operation.
  • the power system for an electric vehicle further includes a filter module 103, a filter control module 104, an EMI module 105, and a second precharge control module 106.
  • the filter module 103 is connected between the bidirectional DC/AC module 50 and the charge and discharge control module 70.
  • the filtering module 103 includes inductors L A , L B , L c and capacitors C4, C5, C6, and the bidirectional DC/AC module 50 may include six IGBTs between the upper and lower IGBTs.
  • the connection points are respectively connected to the filter module 103 and the motor control switch 60 via a power bus.
  • the filter control module 104 is connected between the second node B and the filter module 103, and the filter control module 104 is controlled by the controller module 80.
  • the controller module 80 is driven in the current mode of operation of the power system.
  • the mode control filter control module 104 is turned off during mode.
  • the filter control module 104 can be a capacitor switching relay, and is composed of a contactor K10.
  • the EMI module 105 is connected between the charge and discharge socket 20 and the charge and discharge control module 70. It should be noted that the position of the contactor k10 in FIG. 8 is only schematic. In other embodiments of the present invention, the contactor K10 may be provided at other locations as long as the shutdown of the filtering module 103 can be achieved. For example, in another embodiment of the present invention, the contactor K10 can also be connected to the bidirectional DC/AC module 50. Between the filter module 103 and the filter module 103.
  • the second pre-charge module 106 is connected in parallel with the charge and discharge control module 70.
  • the second pre-charge control module 106 is configured to pre-charge the capacitors C4, C5, and C6 in the filter module 103.
  • the second pre-charge control module 106 includes three resistors R A , R B , R c and a three-phase pre-charge switch K9 connected in series.
  • the charge and discharge control module 70 further includes a three-phase switch ⁇ 8 and/or a single-phase switch ⁇ 7 for achieving three-phase charge and discharge or single-phase charge and discharge.
  • the controller module 80 controls the first switch K1 to be closed to pre-charge the first capacitor C1 and the bus capacitor CO in the bidirectional DC/DC module 30, And when the voltage of the bus capacitor CO and the voltage of the power battery 10 are at a preset multiple, the first switch K1 is controlled to be turned off while the second switch K2 is controlled to be closed.
  • the main components of the battery low temperature activation technology are realized by the bidirectional DC/DC module 30 and the large-capacity bus capacitor CO directly connected between the power bus, that is, the DC bus, for passing the power of the power battery 10 through the bidirectional DC/DC module.
  • the bidirectional DC/DC module 30 is charged into the large-capacity bus capacitor CO, and then the electric energy stored in the large-capacity bus capacitor C0 is charged back to the power battery 10 through the bidirectional DC/DC module 30 (that is, when the power battery is charged), and the power battery 10 is cyclically charged and discharged.
  • the temperature of the power battery rises to the optimum operating temperature range.
  • the controller module 80 controls the driving control switch.
  • the motor control switch 60 is controlled to be closed to normally drive the motor M, and the control charge and discharge control module 70 is turned off.
  • the DC power of the power battery 10 is inverted into AC power by the bidirectional DC/AC module 50 and sent to the motor M, and the rotation transformer decoder technology and the space vector pulse width modulation (SVPWM) control algorithm can be used to control the operation of the motor M. .
  • SVPWM space vector pulse width modulation
  • the controller module 80 controls the driving control switch 40 to open to activate the bidirectional DC/DC module 30, and controls the motor control switch 60 to open to remove the motor M, and
  • the control charge and discharge control module 70 is closed, so that the external power source, such as three-phase power or single-phase power, can normally charge the power battery 10 through the charge and discharge socket 20. That is to say, by detecting the charging connection signal, the AC grid power system and the vehicle battery management related information, the bidirectional DC/AC module 50 is used for the controllable rectification function, and combined with the bidirectional DC/DC module 30, the single phase/three can be realized.
  • the phase power charges the vehicle power battery 10.
  • high-power AC charging of the electric vehicle can be realized by using a civil or industrial AC grid, so that the user can efficiently and quickly charge at any time and place, saving charging time, and eliminating the need for a constant voltage control device and
  • the constant current control device saves space and cost, and is suitable for a wide range of battery operating voltages.
  • Any process or method description in the flowcharts or otherwise described herein can be understood as a module, segment representing code that includes one or more executable instructions for implementing the steps of a particular logical function or process. Or a part, and the scope of the preferred embodiments of the invention includes additional implementations, in which the functions may be performed in a substantially simultaneous manner or in an opposite order depending on the functions involved, in the order shown or discussed. This should be understood by those skilled in the art to which the embodiments of the present invention pertain.
  • a "computer-readable medium” can be any apparatus that can contain, store, communicate, propagate, or transport a program for use in an instruction execution system, apparatus, or device, or in conjunction with such an instruction execution system, apparatus, or device.
  • computer readable media include the following: electrical connections (electronic devices) having one or more wires, portable computer disk cartridges (magnetic devices), random access memory (RAM), Read only memory (ROM), erasable editable read only memory (EPROM or flash memory), fiber optic devices, and portable compact disk read only memory (CDROM).
  • the computer readable medium may even be a paper or other suitable medium on which the program can be printed, as it may be optically scanned, for example by paper or other medium, followed by editing, interpretation or, if appropriate, other suitable The method proceeds to obtain the program electronically and then store it in computer memory.
  • portions of the invention may be implemented in hardware, software, firmware or a combination thereof.
  • multiple steps or methods may be implemented in software or firmware stored in a memory and executed by a suitable instruction execution system.
  • a suitable instruction execution system For example, if implemented in hardware, as in another embodiment, it can be implemented with any one or combination of the following techniques well known in the art: having logic gates for implementing logic functions on data signals Discrete logic circuits, application specific integrated circuits with suitable combinational logic gates, programmable gate arrays (PGAs), field programmable gate arrays (FPGAs), etc.
  • each functional unit in each embodiment of the present invention may be integrated into one processing module, or each unit may exist physically separately, or two or more units may be integrated into one module.
  • the above integrated modules can be implemented in the form of hardware or in the form of software functional modules.
  • the integrated modules, if implemented in the form of software functional modules and sold or used as separate products, may also be stored in a computer readable storage medium.
  • the above-mentioned storage medium may be a read only memory, a magnetic disk or an optical disk or the like.
  • the description of the terms “one embodiment”, “some embodiments”, “example”, “specific example”, or “some examples” and the like means a specific feature described in connection with the embodiment or example.
  • a structure, material or feature is included in at least one embodiment or example of the invention.
  • the schematic representation of the above terms does not necessarily mean the same embodiment or example.
  • the particular features, structures, materials, or characteristics described may be combined in a suitable manner in any one or more embodiments or examples.

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Abstract

一种用于车辆的充电与行驶的互锁方法，包括如下步骤：车辆处于OFF档，并启动上电；检测车辆是否连接充电枪，如果为交流充电枪，车载充电器（70）将充电枪连接信号发送至动力电池管理系统（108）和仪表（107）；仪表（107）在接收到充电枪连接信号后，向电机控制器（80）发送充电枪连接报文；电机控制器（80）在接收到充电枪连接信号后，检测车辆的行驶速度，判断行驶速度小于或等于预设速度时，保持执行档位为预设档位控制车辆处于不行驶状态；以及动力电池管理系统（108）在接收到充电枪连接信号后进入充电模式，检测车辆的启动按钮上电后保持充电状态。该方法可应用于交流或直流充电等传导充电的电动汽车，从而满足充电及车辆行驶的安全性，且具有良好的高效性与兼容性。

Description

用于车辆充电与行驶的互锁方法 技术领域
本发明涉及汽车控制技术领域， 特别涉及一种用于车辆的充电与行驶的互锁方法。 背景技术
随着电动汽车的发展与逐渐走向普及， 电动汽车的安全性也日益受到重视， 特别是车 辆处于充电状态时， 由于涉及与外部电网的连接， 连接的可靠性及安全性显得尤为重要， 当充电连接建立后必须保证车辆的不可行驶状态， 从而避免对外部充电设备的损害及保证 人员的安全； 因此， 充电连接与车辆行驶必须采取相应的互锁措施。
目前电动汽车中多采用的是另一独立的控制模块通过检测充电口盖的打开关闭状态来 实现类似功能。 这种方式由于检测充电口盖处失效的概率较高， 并且不能真实的反映充电 连接的状态， 充电口盖的状态与充电连接并没有直接关系， 并且充电口盖处由于经常打开 关闭， 很容易出现信号的误触发， 从而导致车辆不能正常行驶。 发明内容
本发明的目的旨在至少解决所述技术缺陷之一。
为此， 本发明的目的在于提出一种用于车辆的充电与行驶的互锁方法， 该方法可以 应用于交流充电或直流充电等传导充电的电动汽车， 从而满足充电及车辆行驶的安全性， 且具有良好的高效性与兼容性。
为了实现上述目的， 本发明实施例提供一种用于车辆的充电与行驶的互锁方法， 包括 如下步骤： 车辆处于 OFF档， 并启动上电； 检测车辆是否连接充电枪， 如果是， 则进一步 检测所述充电枪的类型； 如果所述充电枪的类型为交流充电枪， 则所述车辆的车载充电器 将检测到的充电枪连接信号发送至所述车辆的动力电池管理系统和仪表； 所述仪表在接收 到所述充电枪连接信号后， 向所述车辆的电机控制器发送充电枪连接报文； 所述电机控制 器在接收到所述充电枪连接信号后， 检测所述车辆的行驶速度， 并在判断所述行驶速度小 于或等于预设速度时， 保持执行档位为预设档位以控制所述车辆处于不行驶状态； 以及所 述动力电池管理系统在接收到所述充电枪连接信号后进入充电模式， 并在检测到所述车辆 的启动按钮上电后保持充电状态。
根据本发明实施例的用于车辆的充电与行驶的互锁方法，车辆先启动上电后连接交流 充电枪， 车载充电器检测充电枪连接信号输出硬线信号给仪表显示相应充电枪符号并 发送状态报文， 电机控制器收到充电枪连接报文后根据车辆车速情况， 判断是否属于 误触发， 继而控制车辆行驶状态。 该方法可以应用于交流充电或直流充电等传导充电的 电动汽车， 从而满足充电及车辆行驶的安全性， 且具有良好的高效性与兼容性。
本发明的附加方面和优点将在下面的描述中部分给出， 部分将从下面的描述中变得明 显， 或通过本发明的实践了解到。
: ·图说明
本发明的上述和 /或附加的方面和优点从结合下面附图对实施例的描述中将变得明显和 容易理解， 其中：
图 1为根据本发明实施例的车辆充电与行驶的互锁方法流程图；
图 2为根据本发明另一实施例的车辆充电与行使的互锁方法流程图；
图 3为交流充电与车辆行驶互锁流程图；
图 4为直流充电与车辆行驶互锁流程图；
图 5为实现车辆充电与行驶互锁系统示意图；
图 6为用于电动汽车的动力系统的方框示意图；
图 7为用于电动汽车的动力系统的进一步的方框示意图； 以及
图 8为用于电动汽车的动力系统的拓朴图。 具体实施方式
下面详细描述本发明的实施例， 所述实施例的示例在附图中示出， 其中自始至终相同 或类似的标号表示相同或类似的元件或具有相同或类似功能的元件。 下面通过参考附图描 述的实施例是示例性的， 旨在用于解释本发明， 而不能理解为对本发明的限制。
在本发明的描述中， 需要理解的是， 术语"中心"、 "纵向"、 "横向"、 "长度"、 "宽度"、
"厚度"、 "上"、 "下"、 "前"、 "后"、 "左"、 "右"、 "竖直"、 "水平"、 "顶"、 "底 ""内"、 "外"、 "顺时针"、 "逆时针"等指示的方位或位置关系为基于附图所示的方位或位置关系， 仅是为 了便于描述本发明和筒化描述，而不是指示或暗示所指的装置或元件必须具有特定的方位、 以特定的方位构造和操作， 因此不能理解为对本发明的限制。
此外， 术语"第一"、 "第二 "仅用于描述目的， 而不能理解为指示或暗示相对重要性或者 隐含指明所指示的技术特征的数量。 由此， 限定有 "第一"、 "第二 "的特征可以明示或者隐 含地包括一个或者更多个该特征。 在本发明的描述中， "多个"的含义是两个或两个以上， 除非另有明确具体的限定。 在本发明中， 除非另有明确的规定和限定， 术语"安装"、 "相连"、 "连接"、 "固定 "等术 语应做广义理解， 例如， 可以是固定连接， 也可以是可拆卸连接， 或一体地连接； 可以是 机械连接， 也可以是电连接； 可以是直接相连， 也可以通过中间媒介间接相连， 可以是两 个元件内部的连通。 对于本领域的普通技术人员而言， 可以根据具体情况理解上述术语在 本发明中的具体含义。
在本发明中， 除非另有明确的规定和限定， 第一特征在第二特征之"上"或之"下"可以 包括第一和第二特征直接接触， 也可以包括第一和第二特征不是直接接触而是通过它 们之间的另外的特征接触。 而且， 第一特征在第二特征 "之上"、 "上方 "和"上面"包括第 一特征在第二特征正上方和斜上方， 或仅仅表示第一特征水平高度高于第二特征。 第一特 征在第二特征 "之下"、 "下方 "和"下面"包括第一特征在第二特征正上方和斜上方，或仅仅表 示第一特征水平高度小于第二特征。
如图 1所示， 本发明实施例的车辆充电与行驶的互锁方法流程图， 包括如下步骤： 步骤 S101为车辆处于 OFF档， 并启动上电。
步骤 S102为检测车辆是否连接充电枪， 如果是， 则进一步检测充电枪的类型。
步骤 S103为如果充电枪的类型为交流充电枪，则车辆的车载充电器将检测到的充电枪 连接信号发送至车辆的动力电池管理系统和仪表， 其中， 仪表和电机控制器通过控制器局 域网络总线进行通信。
步骤 S104为仪表在接收到充电枪连接信号后，向车辆的电机控制器发送充电枪连接报 文。 仪表在接收到充电枪连接信号后， 还进一步显示充电枪连接符号， 并汇总发送充电枪 连接信号， 例如将其发送至电机控制器。
步骤 S105为电机控制器在接收到充电枪连接信号后， 检测车辆的行驶速度， 并在判断 行驶速度小于或等于预设速度时， 保持执行档位为预设档位以控制车辆处于不行驶状态， 其中， 预设速度为 3Km/h, 预设档位为 N档或 P档。
进一步地， 电机控制器在判断行驶速度大于预设速度时， 判断为误触发并保持车辆的 行驶状态。
步骤 S106为动力电池管理系统在接收到充电枪连接信号后进入充电模式，并在检测到 车辆的启动按钮上电后保持充电状态。
具体地， 动力电池管理系统在保持充电状态的同时， 屏蔽启动按钮的上电启动指令。 如图 2所示， 本发明另一实施例的车辆充电与行驶的互锁方法流程图， 还包括如下步 骤:
步骤 S107为如果充电枪的类型为直流充电枪，动力电池管理系统将检测到的充电枪连 接信号发送至车辆的仪表。
步骤 S108为仪表在接收到充电枪连接信号后，向车辆的电机控制器发送充电枪连接报 文。
步骤 S109为电机控制器在接收到充电枪连接信号后， 检测车辆的行驶速度， 并在判断 行驶速度小于或等于预设速度时， 保持执行档位为预设档位以控制车辆处于不行驶状态。
步骤 S110为动力电池管理系统在接收到充电枪连接信号后进入充电模式， 并在检测到 车辆的启动按钮上电后保持充电状态。
根据本发明实施例的用于车辆的充电与行驶的互锁方法， 车辆先启动上电后连接交流 充电枪， 车载充电器检测充电枪连接信号输出硬线信号给仪表显示相应充电枪符号并发送 状态报文， 电机控制器收到充电枪连接报文后根据车辆车速情况， 判断是否属于误触发， 继而控制车辆行驶状态。 该方法可以应用于交流充电或直流充电等传导充电的电动汽车， 从而满足充电及车辆行驶的安全性， 且具有良好的高效性与兼容性。
图 3为交流充电与车辆行驶互锁流程图。
步骤 S301为车辆处于 OFF档。
步骤 S302按启动按钮启动上电。
步骤 S303为动力电池管理系统启动进入驱动模式。
步骤 S304为车载充电器检测到充电枪连接信号。
步骤 S305为车载充电器输出充电枪连接信号给仪表。
步骤 S306为仪表显示充电枪连接符号，并汇总发送充电枪连接信号并发送相应状态报 文。
步骤 S307为电机控制器收到充电枪连接报文。
步骤 S308为判断车速是否小于等于 3Km/h。
步骤 S309为当判断车速小于等于 3Km/h时，电机控制器保持执行档位为 N档或 P档。 步骤 S310为当电机控制器保持执行档位为 N档或 P档， 车辆不能行驶。
进一步地， 当步骤 S301为车辆处于 DFF档， 执行步骤 S302为按启动按钮启动上电的 同时， 步骤 S302' 为充电枪连接也同时进行另一分支的执行， 继而步骤 S303' 为车载充电 器输出充电枪连接信号给动力电池管理系统， 步骤 S304' 为动力电池管理系统启动进入充 电模式， 步骤 S305' 为按启动按钮启动上电， 步骤 S306' 为动力电池管理系统屏蔽启动上 电请求， 保持充电状态， 最后执行步骤 S310为当动力电池管理系统屏蔽启动上电请求， 保 持充电状态时， 车辆不能行驶。
步骤 S311 为为当判断车速大于 3Km/h时， 电机控制器判断为误触发信号保持行驶状 态。
具体地， 车辆先启动上电后连接交流充电枪， 车载充电器检测充电枪连接信号后输出 硬线信号给仪表， 仪表显示相应充电枪符号并发送状态报文， 电机控制器收到充电枪连接 报文后根据车辆车速情况， 判断是否属于误触发， 当车速大于预设速度后， 即车辆行驶时 出现充电枪信号即为信号错误， 其中， 预设速度为用户根据安全及需要自行设置的， 为保 护车辆行驶安全继续保持行驶状态， 当车速小于预设速度行驶时， 判断为充电枪连接， 电 机控制器执行档位保持为 N档或 P档， 保持车辆处于不可行驶状态。 当充电枪先连接完成 后再按启动按钮上电时， 车载充电器已根据检测的充电枪连接状态输出充电枪连接信号给 动力电池管理系统， 动力电池管理系统启动进入充电模式而不再响应启动按钮命令， 从而 保证电机控制器无高压电源， 保持车辆处于不可行驶状态。
图 4为直流充电与车辆行驶互锁流程图。
步骤 S401为车辆处于 OFF档。
步骤 S402按启动按钮启动上电。
步骤 S403为动力电池管理系统启动进入驱动模式。
步骤 S404为动力电池管理系统检测到充电枪连接信号。
步骤 S405为动力电池管理系统硬线输出充电枪信号给仪表。
步骤 S406为仪表显示充电枪连接符号，并汇总发送充电枪连接信号并发送相应状态报 文。
步骤 S407为电机控制器收到充电枪连接报文。
步骤 S408为判断车速是否小于等于 3Km/h。
步骤 S409为当判断车速小于等于 3Km/h时，电机控制器保持执行档位为 N档或 P档。 步骤 S410为当电机控制器保持执行档位为 N档或 P档， 车辆不能行驶。
进一步地， 当步骤 S401为车辆处于 DFF档， 执行步骤 S402为按启动按钮启动上电的 同时， 步骤 S402' 为充电枪连接也同时进行另一分支的执行， 继而步骤 S403' 为动力电池 管理系统启动进入充电模式， 步骤 S404' 按启动按钮启动上电， 步骤 S405' 为动力电池管 理系统屏蔽启动上电请求，保持充电状态， 最后执行步骤 S410为当动力电池管理系统屏蔽 启动上电请求， 保持充电状态时， 车辆不能行驶。
步骤 S411 为为当判断车速大于 3Km/h时， 电机控制器判断为误触发信号保持行驶状 态。
具体地， 车辆先启动上电后连接直流充电枪， 动力电池管理系统检测充电枪连接信号 后输出硬线信号给仪表， 仪表显示相应充电枪符号并发送状态报文， 电机控制器收到充电 枪连接报文后根据车辆车速情况， 判断是否属于误触发， 当车速大于预设速度后， 即车辆 行驶时出现充电枪信号即为信号错误， 其中， 预设速度为用户根据安全及需要自行设置的， 为保护车辆行驶安全继续保持行驶状态， 当车速小于预设速度行驶时， 判断为充电枪连接， 电机控制器执行档位保持为 N档或 P档， 保持车辆处于不可行驶状态。 当充电枪先连接完 成后再按启动按钮上电时， 动力电池管理系统已根据检测的充电枪连接状态启动进入充电 模式而不再响应启动按钮命令， 从而保证电机控制器无高压电源， 保持车辆处于不可行驶 状态。
根据本发明实施例的用于车辆的充电与行驶的互锁方法，车辆先启动上电后连接交流 充电枪， 车载充电器检测充电枪连接信号输出硬线信号给仪表显示相应充电枪符号并 发送状态报文， 电机控制器收到充电枪连接报文后根据车辆车速情况， 判断是否属于 误触发， 继而控制车辆行驶状态。 该方法可以应用于交流充电或直流充电等传导充电的 电动汽车， 从而满足充电及车辆行驶的安全性， 且具有良好的高效性与兼容性。
如图 5所示， 为实现车辆充电与行驶互锁系统示意图。
具体地， 实现车辆充电与行驶互锁系统的示意图中包括： 组合仪表 107, 电机控制器 80, 动力电池管理器 108和车载充电器 70, 其中充电口分为直流充电口与交流充电口。
进一步地， 交流充电口与车载充电器 70相连接，车载充电器 70与动力电池管理器 108 以及组合仪表 107相连接；直流充电口与动力电池管理器 108相连接，动力电池管理器 108 与组合仪表 107相连接， 其中， 组合仪表 107与电机控制器 80互相作用。 这些组成部分都 在电动汽车上一直使用， 可以应用于交流充电或直流充电等传导充电的电动汽车， 从而满 足充电及车辆行驶的安全性， 且具有良好的兼容性。
如图 6所示，本发明一个实施例提出的用于电动汽车的动力系统包括动力电池 10、 充放电插座 20、 双向 DC/DC模块 30、 驱动控制开关 40、 双向 DC/AC模块 50、 电机 控制开关 60、 充放电控制模块 70和控制器模块 80。
其中， 双向 DC/DC模块 30的第一直流端 al与动力电池 10的另一端相连， 双向 DC/DC模块 30的第二直流端 a2与动力电池 10的一端相连， 并且第一直流端 al为双 向 DC/DC模块 30输入及输出的共用直流端。 驱动控制开关 40的一端与动力电池 10 的一端相连， 驱动控制开关 40的另一端与双向 DC/DC模块 30的第三直流端 a3相连。 双向 DC/AC模块 50的第一直流端 bl与驱动控制开关 40的另一端相连， 双向 DC/AC 模块 50的第二直流端 b2与动力电池 10的另一端相连， 电机控制开关 60的一端与双 向 DC/AC模块 50的交流端 c相连， 电机控制开关 60的另一端与电机 M相连。 充放 电控制模块 70的一端与双向 DC/AC模块 50的交流端 c相连， 充放电控制模块 70的 另一端与充放电插座 20相连。 控制器模块 80与驱动控制开关 40、 电机控制开关 60 和充放电控制模块 70相连， 控制器模块 80用于根据动力系统当前所处的工作模式对 驱动控制开关 40、 电机控制开关 60和充放电控制模块 70进行控制。
进一步地， 在本发明的实施例中， 动力系统当前所处的工作模式可以包括驱动模 式和充放电模式。 当动力系统当前所处的工作模式为驱动模式时， 控制器模块 80控制 驱动控制开关 40闭合以关闭双向 DC/DC模块 30,并控制电机控制开关 60闭合以正常 驱动电机 M, 以及控制充放电控制模块 70断开。需要说明的是，在本发明的实施例中， 虽然图 8中电机控制开关 60包括了与电机三相输入相连的三个开关， 但是在本发明的 其他实施例中也可包括与电机两相输入相连的两个开关， 甚至一个开关。 在此只要能 实现对电机的控制即可。 因此， 其他实施例在此不再赘述。 当动力系统当前所处的工 作模式为充放电模式时， 控制器模块 80控制驱动控制开关 40断开以启动双向 DC/DC 模块 30, 并控制电机控制开关 60断开以将电机 M移出， 以及控制充放电控制模块 70 闭合， 使外部电源可以正常地为动力电池 10进行充电。 双向 DC/DC模块 30的第一直 流端 al和第三直流端 a3与直流母线的正负端相连。
此外， 如图 7所示， 该用于电动汽车的动力系统还可以包括高压配电箱 90、 仪表
107、 电池管理器 108和整车信号 109。 其中， 驱动控制开关 40、 第一开关 K1和第二 开关 K2可以设置在高压配电箱 90内。
如图 8所示， 用于电动汽车的动力系统还包括第一预充控制模块 101 , 第一预充控 制模块 101的一端与动力电池 10的一端相连， 第一预充控制模块 101的另一端与双向 DC/DC模块 30的第二直流端 a2相连，第一预充控制模块 101用于在为双向 DC/DC模 块 30中的电容 C1及母线电容 CO进行预充电， 其中， 母线电容 CO连接在双向 DC/DC 模块 30的第一直流端 al和双向 DC/DC模块 30的第三直流端 a3之间。 其中， 第一预 充控制模块 101 包括第一电阻 Rl、 第一开关 K1和第二开关 K2。 第一电阻 R1的一端 与第一开关 K1 的一端相连， 第一电阻 R1 的另一端与动力电池 10的一端相连， 第一 开关 K1的另一端与双向 DC/DC模块 30的第二直流端 a2相连， 第一电阻 R1和第一 开关 K1 串联之后与第二开关 K2并联， 其中， 控制器模块 80在动力系统启动时控制 第一开关 K1闭合以对双向 DC/DC模块 30中的电容 C1及母线电容 CO进行预充电， 并在母线电容 CO的电压与动力电池 10的电压成预设倍数时， 控制第一开关 K1 断开 同时控制第二开关 K2闭合。
如图 8所示， 双向 DC/DC模块 30进一步包括第一开关管 Ql、 第二开关管 Q2、 第一二极管 Dl、 第二二极管 D2、 第一电感 L1和第一电容 Cl。 其中， 第一开关管 Q1 和第二开关管 Q2相互串联连接， 相互串联的第一开关管 Q 1和第二开关管 Q2连接在 双向 DC/DC模块 30的第一直流端 al和第三直流端 a3之间，第一开关管 Q 1和第二开 关管 Q2受控制器模块 80的控制，并且第一开关管 Q 1和第二开关管 Q2之间具有第一 节点 A。 第一二极管 D 1与第一开关管 Q 1反向并联， 第二二极管 D2与第二开关管 Q2 反向并联， 第一电感 L 1的一端与第一节点 A相连， 第一电感 L 1的另一端与动力电池 10的一端相连。 第一电容 C 1的一端与第一电感 L 1的另一端相连， 第一电容 C 1的另 一端与动力电池 10的另一端相连。
此外， 如图 8所示， 该用于电动汽车的动力系统还包括漏电流削减模块 102 , 漏电 流削减模块 102连接在双向 DC/DC模块 30的第一直流端 al和双向 DC/DC模块 30的 第三直流端 a3之间。具体而言，漏电流削减模块 102包括第二电容 C2和第三电容 C3 , 第二电容 C2的一端与第三电容 C3的一端相连， 第二电容 C2的另一端与双向 DC/DC 模块 30的第一直流端 al相连，第三电容 C3的另一端与双向 DC/DC模块 30的第三直 流端 a3相连， 其中， 第二电容 C2和第三电容 C3之间具有第二节点 B。
通常由于无变压器隔离的逆变和并网系统， 普遍存在漏电流大的难点。 因此， 该 动力系统在直流母线正负端增加漏电流削减模块 102 , 能有效减小漏电流。 漏电流削减 模块 102包含两个同类型电容 C2和 C3 , 其安装在直流母线正负端和三相交流中点电 位之间， 在本系统工作时能将产生的高频电流反馈到直流侧， 即能有效降低了系统在 工作时的高频漏电流。
如图 8所示，该用于电动汽车的动力系统还包括滤波模块 103、滤波控制模块 104、 EMI模块 105和第二预充控制模块 106。
其中， 滤波模块 103连接在双向 DC/ AC模块 50和充放电控制模块 70之间。 具体 而言， 如图 8所示， 滤波模块 103包括电感 LA、 LB、 Lc和电容 C4、 C5、 C6 , 而双向 DC/AC模块 50可以包括六个 IGBT , 上下两个 IGBT之间的连接点分别通过电力总线 与滤波模块 103和电机控制开关 60相连接。
如图 8所示， 滤波控制模块 104连接在第二节点 B和滤波模块 103之间， 并且滤 波控制模块 104受控制器模块 80控制， 控制器模块 80在动力系统当前所处的工作模 式为驱动模式时控制滤波控制模块 104断开。 其中， 滤波控制模块 104可以为电容切 换继电器， 由接触器 K10组成。 EMI模块 105连接在充放电插座 20和充放电控制模块 70之间。 需要说明的是， 在图 8中接触器 k l O的位置仅是示意性的。 在本发明的其他 实施例中，接触器 K10还可设在其他位置， 只要能够实现对滤波模块 103的关断即可。 例如， 在本发明的另一个实施例中， 该接触器 K10也可以连接在双向 DC/AC模块 50 和滤波模块 103之间。
第二预充模块 106与充放电控制模块 70并联， 第二预充控制模块 106用于对滤波 模块 103中的电容 C4、 C5、 C6进行预充电。 其中， 第二预充控制模块 106包括相互 串联的三个电阻 RA、 RB、 Rc和三相预充开关 K9。
如图 8所示， 充放电控制模块 70进一步包括三相开关 Κ8和 /或单相开关 Κ7 , 用 于实现三相充放电或单相充放电。
也就是说， 在本发明的实施例中， 当动力系统启动时， 控制器模块 80控制第一开 关 K1闭合以对双向 DC/DC模块 30中的第一电容 C1及母线电容 CO进行预充电， 并 在母线电容 CO的电压与动力电池 10的电压成预设倍数时， 控制第一开关 K1 断开同 时控制第二开关 K2闭合。 这样， 通过双向 DC/DC模块 30和直接连接在电力总线即直 流母线之间的大容量母线电容 CO组成实现电池低温激活技术的主要部件，用于将动力 电池 10的电能通过双向 DC/DC模块 30充到大容量母线电容 CO中， 再将大容量母线 电容 C0中储存的电能通过双向 DC/DC模块 30充回动力电池 10 (即对动力电池充电 时） ， 对动力电池 10循环充放电使得动力电池的温度上升到最佳工作温度范围。
当动力系统当前所处的工作模式为驱动模式时， 控制器模块 80控制驱动控制开关
40闭合以关闭双向 DC/DC模块 30, 并控制电机控制开关 60闭合以正常驱动电机 M, 以及控制充放电控制模块 70断开。 这样， 通过双向 DC/AC模块 50把动力电池 10的 直流电逆变为交流电并输送给电机 M, 可以利用旋转变压解码器技术和空间矢量脉宽 调制 （ SVPWM )控制算法来控制电机 M的运行。
当动力系统当前所处的工作模式为充放电模式时， 控制器模块 80控制驱动控制开 关 40断开以启动双向 DC/DC模块 30,并控制电机控制开关 60断开以将电机 M移出， 以及控制充放电控制模块 70闭合， 使外部电源例如三相电或者单相电通过充放电插座 20可以正常地为动力电池 10进行充电。 即言， 通过检测充电连接信号、 交流电网电制 和整车电池管理的相关信息， 借用双向 DC/AC模块 50进行可控整流功能， 并结合双 向 DC/DC模块 30, 可实现单相 \三相电对车载动力电池 10的充电。
根据上述的用于电动汽车的动力系统， 能够实现使用民用或工业交流电网对电动 汽车进行大功率交流充电， 使用户可以随时随地高效、 快捷的充电， 节省充电时间， 同时无需恒压控制装置和恒流控制装置， 节省空间和成本， 并且适用电池工作电压范 围宽。
流程图中或在此以其他方式描述的任何过程或方法描述可以被理解为， 表示包括 一个或更多个用于实现特定逻辑功能或过程的步骤的可执行指令的代码的模块、 片段 或部分， 并且本发明的优选实施方式的范围包括另外的实现， 其中可以不按所示出或 讨论的顺序， 包括根据所涉及的功能按基本同时的方式或按相反的顺序， 来执行功能， 这应被本发明的实施例所属技术领域的技术人员所理解。
在流程图中表示或在此以其他方式描述的逻辑和 /或步骤， 例如， 可以被认为是用于实 现逻辑功能的可执行指令的定序列表， 可以具体实现在任何计算机可读介质中， 以供指令 执行系统、 装置或设备（如基于计算机的系统、 包括处理器的系统或其他可以从指令执行 系统、 装置或设备取指令并执行指令的系统）使用， 或结合这些指令执行系统、 装置或设 备而使用。 就本说明书而言， "计算机可读介质"可以是任何可以包含、 存储、 通信、 传播 或传输程序以供指令执行系统、 装置或设备或结合这些指令执行系统、 装置或设备而使用 的装置。 计算机可读介质的更具体的示例 （非穷尽性列表） 包括以下： 具有一个或多个布 线的电连接部 （电子装置）， 便携式计算机盘盒（磁装置）， 随机存取存储器 （RAM ), 只 读存储器（ROM ), 可擦除可编辑只读存储器（EPROM或闪速存储器）， 光纤装置， 以及 便携式光盘只读存储器（CDROM )。 另外， 计算机可读介质甚至可以是可在其上打印所述 程序的纸或其他合适的介质， 因为可以例如通过对纸或其他介质进行光学扫描， 接着进行 编辑、 解译或必要时以其他合适方式进行处理来以电子方式获得所述程序， 然后将其存储 在计算机存储器中。
应当理解， 本发明的各部分可以用硬件、 软件、 固件或它们的组合来实现。 在上述实 施方式中， 多个步骤或方法可以用存储在存储器中且由合适的指令执行系统执行的软件或 固件来实现。 例如， 如果用硬件来实现， 和在另一实施方式中一样， 可用本领域公知的下 列技术中的任一项或他们的组合来实现： 具有用于对数据信号实现逻辑功能的逻辑门电路 的离散逻辑电路， 具有合适的组合逻辑门电路的专用集成电路， 可编程门阵列 （PGA ), 现 场可编程门阵列 （FPGA )等。
本技术领域的普通技术人员可以理解实现上述实施例方法携带的全部或部分步骤是可 以通过程序来指令相关的硬件完成， 所述的程序可以存储于一种计算机可读存储介质中， 该程序在执行时， 包括方法实施例的步骤之一或其组合。
此外， 在本发明各个实施例中的各功能单元可以集成在一个处理模块中， 也可以是各 个单元单独物理存在， 也可以两个或两个以上单元集成在一个模块中。 上述集成的模块既 可以采用硬件的形式实现， 也可以采用软件功能模块的形式实现。 所述集成的模块如果以 软件功能模块的形式实现并作为独立的产品销售或使用时， 也可以存储在一个计算机可读 取存储介质中。
上述提到的存储介质可以是只读存储器， 磁盘或光盘等。 在本说明书的描述中， 参考术语"一个实施例"、 "一些实施例"、 "示例"、 "具体示例"、 或"一些示例"等的描述意指结合该实施例或示例描述的具体特征、 结构、 材料或者特点包 含于本发明的至少一个实施例或示例中。 在本说明书中， 对上述术语的示意性表述不一定 指的是相同的实施例或示例。 而且， 描述的具体特征、 结构、 材料或者特点可以在任何的 一个或多个实施例或示例中以合适的方式结合。
尽管上面已经示出和描述了本发明的实施例， 可以理解的是， 上述实施例是示例性的， 不能理解为对本发明的限制， 本领域的普通技术人员在不脱离本发明的原理和宗旨的情况 下在本发明的范围内可以对上述实施例进行变化、 修改、 替换和变型。

Claims

权利要求书
1、 一种用于车辆的充电与行驶的互锁方法， 其特征在于， 包括如下步骤： 车辆处于 OFF档， 并启动上电；
检测车辆是否连接充电枪， 如果是， 则进一步检测所述充电枪的类型； 如果所述充电枪的类型为交流充电枪， 则所述车辆的车载充电器将检测到的充电 枪连接信号发送至所述车辆的动力电池管理系统和仪表；
所述仪表在接收到所述充电枪连接信号后， 向所述车辆的电机控制器发送充电枪 连接报文；
所述电机控制器在接收到所述充电枪连接信号后， 检测所述车辆的行驶速度， 并 在判断所述行驶速度小于或等于预设速度时， 保持执行档位为预设档位以控制所述车 辆处于不行驶状态； 以及
所述动力电池管理系统在接收到所述充电枪连接信号后进入充电模式， 并在检测 到所述车辆的启动按钮上电后保持充电状态。
2、 如权利要求 1所述的互锁方法， 其特征在于， 所述仪表在接收到所述充电枪连 接信号后， 还包括如下步骤： 显示充电枪连接符号， 并汇总发送充电枪连接信号。
3、 如权利要求 1所述的互锁方法， 其特征在于， 所述电机控制器在判断所述行驶 速度大于所述预设速度时， 判断为误触发并保持所述车辆的行驶状态。
4、 如权利要求 1或 3所述的互锁方法， 其特征在于， 所述预设速度为 3Km/h。
5、 如权利要求 1所述的互锁方法， 其特征在于， 所述预设档位为 N档或 P档。
6、 如权利要求 1所述的互锁方法， 其特征在于， 所述动力电池管理系统在保持所 述充电状态的同时， 屏蔽所述启动按钮的上电启动指令。
7、 如权利要求 1所述的互锁方法， 其特征在于， 所述仪表和所述电机控制器通过 控制器局域网络总线进行通信。
8、 如权利要求 1所述的互锁方法， 其特征在于， 如果所述充电枪的类型为直流充 电枪， 包括如下步骤：
所述动力电池管理系统将检测到的充电枪连接信号发送至所述车辆的仪表； 所述仪表在接收到所述充电枪连接信号后， 向所述车辆的电机控制器发送充电枪 连接报文；
所述电机控制器在接收到所述充电枪连接信号后， 检测所述车辆的行驶速度， 并 在判断所述行驶速度小于或等于预设速度时， 保持执行档位为预设档位以控制所述车 辆处于不行驶状态； 以及
所述动力电池管理系统在接收到所述充电枪连接信号后进入充电模式， 并在检测 到所述车辆的启动按钮上电后保持充电状态。
PCT/CN2012/088035 2011-12-31 2012-12-31 用于车辆充电与行驶的互锁方法 WO2013097807A1 (zh)

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PCT/CN2012/087992 WO2013097797A1 (zh) 2011-12-31 2012-12-31 电动汽车及其放电装置
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