WO2018145397A1 - 车辆直流充电继电器的诊断系统 - Google Patents

车辆直流充电继电器的诊断系统 Download PDF

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Publication number
WO2018145397A1
WO2018145397A1 PCT/CN2017/091805 CN2017091805W WO2018145397A1 WO 2018145397 A1 WO2018145397 A1 WO 2018145397A1 CN 2017091805 W CN2017091805 W CN 2017091805W WO 2018145397 A1 WO2018145397 A1 WO 2018145397A1
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Prior art keywords
vehicle
charging
charging relay
voltage
voltages
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PCT/CN2017/091805
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English (en)
French (fr)
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周毅
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上海蔚来汽车有限公司
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Publication of WO2018145397A1 publication Critical patent/WO2018145397A1/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
    • 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
    • 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
    • G01R31/327—Testing of circuit interrupters, switches or circuit-breakers
    • G01R31/3271—Testing of circuit interrupters, switches or circuit-breakers of high voltage or medium voltage devices
    • G01R31/3275—Fault detection or status indication
    • 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
    • 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
    • B60L53/30—Constructional details of charging stations
    • 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
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • 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
    • G01R31/327—Testing of circuit interrupters, switches or circuit-breakers
    • G01R31/3271—Testing of circuit interrupters, switches or circuit-breakers of high voltage or medium voltage devices
    • G01R31/3272—Apparatus, systems or circuits therefor
    • G01R31/3274—Details related to measuring, e.g. sensing, displaying or computing; Measuring of variables related to the contact pieces, e.g. wear, position or resistance
    • 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
    • G01R31/327—Testing of circuit interrupters, switches or circuit-breakers
    • G01R31/3277—Testing of circuit interrupters, switches or circuit-breakers of low voltage devices, e.g. domestic or industrial devices, such as motor protections, relays, rotation switches
    • G01R31/3278—Testing of circuit interrupters, switches or circuit-breakers of low voltage devices, e.g. domestic or industrial devices, such as motor protections, relays, rotation switches of relays, solenoids or reed switches
    • 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
    • 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
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • 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
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • 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
    • Y02T90/12—Electric charging stations

Definitions

  • the present invention relates to diagnostic systems and, more particularly, to diagnostic systems for vehicle DC charging relays.
  • DC batteries are used to charge power cells of vehicles (such as pure electric/hybrid vehicles) through charging stations or charging posts.
  • Group charging is becoming more and more important.
  • two high voltage relays (such as the high voltage relays S1 and S2 in FIG. 1) are typically added to the high voltage bus circuit for DC charging, whereby in the case of non-DC charging, The two high voltage relays are disconnected by the controller to ensure that the high voltage power is not exposed to the outside and an accident occurs.
  • the above prior art solutions have the following problems: due to the physical/mechanical characteristics of the relay, the contacts of the two high-voltage relays may stick during operation (ie, remain in a closed state for a long time), in which case The high voltage on the internal high voltage circuit is exposed to the outside, which may cause a potential accident.
  • the present invention proposes a diagnostic system for a vehicle DC charging relay having high diagnostic efficiency and low cost.
  • a diagnostic system for a vehicle DC charging relay comprising a controller, two resistor groups R1 and R2, and a switch S, wherein the two resistor groups R1 and R2 are connected in series
  • the method is connected between the DC charging high voltage lines of the vehicle, the first end of the resistance group R1 is electrically connected to one side of the DC charging high voltage line of the vehicle, and the first end of the resistance group R2 is DC charging of the vehicle.
  • the other side of the high voltage line is electrically connected, the second end of the resistor group R1, the second end of the resistor group R2, and the first end of the switch S are electrically connected, and the second end of the switch S Connected to the vehicle body ground, and wherein the resistor group R1 is composed of two series-connected sub-resistors, and constitutes a common end of the two series-connected sub-resistors of the resistor group R1 and the controller
  • the first voltage detecting port of 1 is electrically connected such that the controller 1 can measure the voltage V1 at the common end of the two series-connected sub-resistors constituting the resistance group R1 through the first voltage detecting port, and
  • the resistance group R2 Consisting of two series-connected sub-resistors, and the common ends of the two series-connected sub-resistors constituting the resistor group R2 are electrically connected to the second voltage detecting port of the controller 1 so that the controller 1 can Measuring, by the second voltage detecting port, a
  • the first end of the resistance group R1 is electrically connected to the DC charging high voltage line between the DC charging relay S1 and the DC charging port of the vehicle, and the resistance group R2 The first end is electrically connected to the DC charging high voltage line between the DC charging relay S2 and the vehicle DC charging port.
  • the diagnostic operation is performed only after the vehicle DC charging port is disconnected from the external charger.
  • the diagnostic operation comprises: (B1) Closing the switch S; (B2) measuring the initial value of the voltage V1 and the initial value of the voltage V2; (B3) disconnecting the DC charging relay S1; (B4) measuring the current values of the voltages V1 and V2, and applying the voltages V1 and V2 The current value is compared with the initial values of the voltages V1 and V2, respectively, and if the values of the voltages V1 and V2 remain unchanged, it is determined that the flow charging relay S1 has a stuck failure.
  • the diagnosing operation further comprises: after determining that the flow charging relay S1 has a stuck fault, performing the following operations: (C1) disconnecting the DC charging relay S2; (C2) measuring the voltage V1 and The current value of V2, and the current values of the voltages V1 and V2 are compared with the initial values of the voltages V1 and V2, respectively, and if the values of the voltages V1 and V2 remain unchanged, it is determined that the flow charging relay S2 has a stuck fault, and Terminate the diagnostic operation.
  • the diagnostic operation further comprises determining DC charging if it is determined in step (C2) that the value of the voltage V2 falls to zero and the value of the voltage V1 falls to a first predetermined value Relay S2 does not have a stuck fault and the diagnostic operation is terminated.
  • the diagnostic operation further comprises determining DC charging if it is determined in step (B4) that the value of the voltage V1 falls to zero and the value of the voltage V2 falls to a second predetermined value There is no blocking failure in relay S1.
  • the diagnosing operation further comprises: after determining that the DC charging relay S1 has not caused a blocking fault, performing the following operations: (D1) disconnecting the DC charging relay S2; (D2) measuring the voltage V1 And the current value of V2, and comparing the current values of the voltages V1 and V2 with zero and the second predetermined value, respectively, if the values of the voltages V1 and V2 remain unchanged, determining that the DC charging relay S2 has a stuck fault, and The diagnostic operation is then terminated.
  • the diagnostic operation further comprises: if it is determined in step (D2) that the current values of the voltage V1 and the voltage V2 both fall to zero, determining that the DC charging relay S2 has not caused a blocking failure, The diagnostic operation is then terminated.
  • the diagnostic operation can be as follows The method is completed: detecting the current values of V1 and V2 and subsequently querying the preset state mapping table according to the detected current values of V1 and V2, wherein the state mapping table includes the values of V1 and V2. The mapping relationship between the current states of V1 and V2.
  • the present invention also discloses a vehicle DC charging system in which any of the vehicle DC charging relay diagnostic systems described and exemplified above is a subsystem thereof.
  • the diagnostic system of the vehicle DC charging relay disclosed by the present invention has the following advantages: it can accurately and quickly diagnose the working state of the DC charging relay, and since the diagnosis operation can be performed immediately after the vehicle DC charging port is disconnected from the external charger, Therefore, the diagnosis is rapid and the cost is low.
  • FIG. 1 is a schematic structural diagram of a diagnostic system of a vehicle DC charging relay according to an embodiment of the present invention.
  • the diagnostic system of the vehicle DC charging relay disclosed by the present invention comprises: a controller 1, two resistor groups R1 and R2, and a switch S, wherein the two resistor groups R1 and R2 are Connected in series between the DC charging high voltage lines of the vehicle, the first end of the resistor group R1 is electrically connected to one side of the DC charging high voltage line of the vehicle and the first end of the resistor group R2 is coupled to the DC of the vehicle
  • the other side of the charging high voltage line is electrically connected, the second end of the resistor group R1, the second end of the resistor group R2 and the first end of the switch S are electrically connected, and the second end of the switch S
  • the terminal is connected to the vehicle body ground, and wherein the resistor group R1 is composed of two series resistors in series, and the common terminals of the two series resistors constituting the resistor group R1 and the control First of the
  • the first end of the resistor group R1 and the DC charging relay S1 and the vehicle DC charging port ie, the port provided by the external charger
  • the DC charging high voltage line is electrically connected
  • the first end of the resistor group R2 is electrically connected to the DC charging high voltage line between the DC charging relay S2 and the vehicle DC charging port.
  • the diagnostic operation is performed only after the vehicle DC charging port is disconnected from the external charger.
  • the diagnostic operation comprises: (B1) closing the switch S; (B2) measuring an initial value of the voltage V1 and an initial value of the voltage V2; (B3) disconnecting the DC charging relay S1; (B4) measuring the current values of the voltages V1 and V2, and comparing the current values of the voltages V1 and V2 with the initial values of the voltages V1 and V2, respectively, if the values of the voltages V1 and V2 If it remains unchanged, it is determined that the flow charging relay S1 has a stuck failure.
  • the diagnostic operation further comprises: after determining that the flow charging relay S1 has a stuck fault, performing the following operations: (C1) disconnecting the DC charging relay S2; (C2) measures the current values of the voltages V1 and V2, and compares the current values of the voltages V1 and V2 with the initial values of the voltages V1 and V2, respectively, and determines the stream charging if the values of the voltages V1 and V2 remain unchanged.
  • the relay S2 has a stuck fault and the diagnostic operation is terminated.
  • the diagnostic operation further includes: if it is determined in step (C2) that the value of the voltage V2 falls to zero, and the value of the voltage V1 falls to the first A predetermined value determines that the DC charging relay S2 has not caused a stuck fault and subsequently terminates the diagnostic operation.
  • the diagnostic operation further includes: if it is determined in step (B4) that the value of the voltage V1 falls to zero, and the value of the voltage V2 falls to the first The second predetermined value determines that the DC charging relay S1 has not been stuck.
  • the diagnosing operation further comprises: after determining that the DC charging relay S1 has not caused a stuck fault, performing the following operations: (D1) disconnecting the DC charging relay S2; (D2) measuring the current values of the voltages V1 and V2, and comparing the current values of the voltages V1 and V2 with zero and the second predetermined value, respectively, and determining the direct current if the values of the voltages V1 and V2 remain unchanged.
  • D1 disconnecting the DC charging relay S2
  • D2 measuring the current values of the voltages V1 and V2
  • comparing the current values of the voltages V1 and V2 with zero and the second predetermined value, respectively and determining the direct current if the values of the voltages V1 and V2 remain unchanged.
  • a charging failure occurs in the charging relay S2, and the diagnostic operation is terminated.
  • the diagnostic operation further includes determining DC if it is determined in step (D2) that the current values of the voltage V1 and the voltage V2 both fall to zero.
  • the charging relay S2 does not have a stuck fault and the diagnostic operation is terminated.
  • the initial value of the voltage V1 is typically equal to the value determined by the following formula:
  • RP and RN are vehicle insulation resistance (as shown in Figure 1)
  • VBATT is a car The current voltage value of the power battery pack.
  • the initial value of the voltage V2 is typically equal to the value determined by the following formula:
  • RP and RN are vehicle insulation resistance (as shown in Figure 1), and VBATT is the current voltage value of the vehicle power battery.
  • the first predetermined value is determined by the following formula:
  • RP is the vehicle insulation resistance (as shown in Figure 1)
  • VBATT is the current voltage value of the vehicle power battery.
  • the second predetermined value is determined by the following formula:
  • RN is the vehicle insulation resistance (as shown in Figure 1)
  • VBATT is the current voltage value of the vehicle power battery.
  • the diagnostic operation can be performed in such a manner as to detect the current values of V1 and V2 and then query according to the detected current values of V1 and V2.
  • the determining operation is completed in a manner of a preset state mapping table, wherein the state mapping table includes a mapping relationship between values of V1 and V2 and current states of V1 and V2.
  • the voltages V1 and V2 are via a specific one in a high voltage distribution box in a vehicle.
  • the circuit is detected and the controller 1 is part of a vehicle controller or the controller 1 is part of any other controller in the vehicle.
  • the controller 1 is a dedicated controller that is physically independent of any controller in the vehicle.
  • two main relays ie, system main relays located on a high voltage line within the vehicle power battery pack remain closed before performing the diagnostic operation. .
  • the diagnostic system of the vehicle DC charging relay disclosed in the patent application has the following advantages: it can accurately and quickly diagnose the working state of the DC charging relay, and since it can be disconnected from the external charger after the vehicle DC charging port The diagnostic operation is performed immediately, so the diagnosis is rapid and the cost is low.
  • the present invention also discloses a vehicle DC charging system in which any of the vehicle DC charging relay diagnostic systems described and exemplified above is a subsystem thereof.
  • the term "resistance group” refers to a plurality of sub-resistors that are electrically connected together in series, in parallel, or in series with a parallel to form a resistor.
  • the resistor group R1 may be a resistor formed by electrically connecting a plurality of sub-resistors in series, in parallel, or in series and in parallel.

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Theoretical Computer Science (AREA)
  • Charge And Discharge Circuits For Batteries Or The Like (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

一种车辆直流充电继电器的诊断系统，包括控制器（1）、两个电阻群组R1和R2、以及开关S，其中，两个电阻群组R1和R2以串联的方式跨接在车辆的直流充电高压线之间，电阻群组R1由两个串联的子电阻构成，并且控制器（1）能够通过第一电压检测端口测量构成电阻群组R1的两个串联的子电阻的公共端处的电压V1，并且电阻群组R2由两个串联的子电阻构成，并且控制器（1）能够通过第二电压检测端口测量构成电阻群组R2的两个串联的子电阻的公共端处的电压V2，控制器（1）能够执行诊断操作，并且诊断操作基于电压V1和V2的测量值。该诊断系统具有高的诊断效率并且成本较低。

Description

车辆直流充电继电器的诊断系统 技术领域
本发明涉及诊断系统，更具体地，涉及车辆直流充电继电器的诊断系统。
背景技术
目前，随着电动控制系统(例如纯电动/混合动力车辆中的电动控制系统)的日益发展和普及，通过充电站或充电桩使用直流电流对车辆(例如纯电动/混合动力车辆)的动力电池组进行充电变得越来越重要。
在现有的技术方案中，典型地在用于直流充电的高压母线回路中加入两个高压继电器(如附图1中的高压继电器S1和S2)，由此，在非直流充电的情况下，所述两个高压继电器被控制器断开，以确保高压电不会被暴露在外面而产生意外。
然而，上述现有的技术方案存在如下问题：由于继电器的物理/机械特性，所述两个高压继电器的触点在工作过程中有可能粘连(即长久保持关闭状态而失效)，在此情况下，内部高压电路上的高压电会暴露于外部，从而可能导致潜在的事故。
因此，存在如下需求：提供具有高的诊断效率并且成本较低的车辆直流充电继电器的诊断系统。
发明内容
为了解决上述现有技术方案所存在的问题，本发明提出了具有高的诊断效率并且成本较低的车辆直流充电继电器的诊断系统。
本发明的目的是通过以下技术方案实现的：
一种车辆直流充电继电器的诊断系统，所述车辆直流充电继电器的诊断系统包括控制器、两个电阻群组R1和R2、以及开关S，其中，所述两个电阻群组R1和R2以串联的方式跨接在车辆的直流充电高压线之间，所述电阻群组R1的第一端与车辆的直流充电高压线的一侧电连接并且所述电阻群组R2的第一端与车辆的直流充电高压线的另一侧电连接，所述电阻群组R1的第二端、所述电阻群组R2的第二端以及所述开关S的第一端电连接，并且所述开关S的第二端与车体接地相连接，并且其中，所述电阻群组R1由两个串联的子电阻构成，并且构成所述电阻群组R1的所述两个串联的子电阻的公共端与所述控制器1的第一电压检测端口电连接以致所述控制器1能够通过所述第一电压检测端口测量构成所述电阻群组R1的所述两个串联的子电阻的公共端处的电压V1，并且所述电阻群组R2由两个串联的子电阻构成，并且构成所述电阻群组R2的所述两个串联的子电阻的公共端与所述控制器1的第二电压检测端口电连接以致所述控制器1能够通过所述第二电压检测端口测量构成所述电阻群组R2的所述两个串联的子电阻的公共端处的电压V2，所述开关S的第一端与所述控制器1的第三电压检测端口电连接以辅助所述控制器1检测所述电压V1和V2，其中，所述控制器1通过控制位于车辆的直流充电高压线的不同侧上的直流充电继电器S1和直流充电继电器S2以及所述开关S的通断来执行诊断操作，并且所述诊断操作基于电压V1和V2的测量值。
在上面所公开的方案中，优选地，所述电阻群组R1的第一端与所述直流充电继电器S1和车辆直流充电端口之间的直流充电高压线电连接，并且所述电阻群组R2的第一端与所述直流充电继电器S2和车辆直流充电端口之间的直流充电高压线电连接。
在上面所公开的方案中，优选地，所述诊断操作仅在车辆直流充电端口与外部充电器断开连接后进行。
在上面所公开的方案中，优选地，所述诊断操作包括：(B1) 闭合所述开关S；(B2)测量电压V1的初始值和电压V2的初始值；(B3)断开直流充电继电器S1；(B4)测量电压V1和V2的当前值，并且将电压V1和V2的当前值分别与电压V1和V2的初始值相比较，如果电压V1和V2的值保持不变，则确定流充电继电器S1发生粘连故障。
在上面所公开的方案中，优选地，所述诊断操作进一步包括：在确定流充电继电器S1发生粘连故障后继续执行如下操作：(C1)断开直流充电继电器S2；(C2)测量电压V1和V2的当前值，并且将电压V1和V2的当前值分别与电压V1和V2的初始值相比较，如果电压V1和V2的值保持不变，则确定流充电继电器S2发生粘连故障，并随之终止诊断操作。
在上面所公开的方案中，优选地，所述诊断操作进一步包括：如果在步骤(C2)中确定电压V2的值降至零，并且电压V1的值降至第一预定值，则确定直流充电继电器S2未发生粘连故障，并随之终止诊断操作。
在上面所公开的方案中，优选地，所述诊断操作进一步包括：如果在步骤(B4)中确定电压V1的值降至零，并且电压V2的值降至第二预定值，则确定直流充电继电器S1未发生粘连故障。
在上面所公开的方案中，优选地，所述诊断操作进一步包括：在确定直流充电继电器S1未发生粘连故障后继续执行如下操作：(D1)断开直流充电继电器S2；(D2)测量电压V1和V2的当前值，并且将电压V1和V2的当前值分别与零和所述第二预定值相比较，如果电压V1和V2的值保持不变，则确定直流充电继电器S2发生粘连故障，并随之终止诊断操作。
在上面所公开的方案中，优选地，所述诊断操作进一步包括：如果在步骤(D2)中确定电压V1和电压V2的当前值均降至零，则确定直流充电继电器S2未发生粘连故障，并随之终止诊断操作。
在上面所公开的方案中，优选地，所述诊断操作能够以如下 方式完成：检测V1和V2的当前值并随之根据检测出的V1和V2的当前值查询预设的状态映射表的方式完成判定操作，其中，所述状态映射表包含V1和V2的值与V1和V2的当前状态之间的映射关系。
本发明也公开了一种车辆直流充电系统，其中，上面所描述和示例的任一个车辆直流充电继电器诊断系统是其子系统。
本发明所公开的车辆直流充电继电器的诊断系统具有下列优点：能够准确而迅速地诊断直流充电继电器的工作状态，并且由于能够在车辆直流充电端口与外部充电器断开连接后立即进行诊断操作，故诊断迅速且成本较低。
附图说明
结合附图，本发明的技术特征以及优点将会被本领域技术人员更好地理解，其中：
图1是根据本发明的实施例的车辆直流充电继电器的诊断系统的示意性结构图。
具体实施方式
图1是根据本发明的实施例的车辆直流充电继电器的诊断系统的示意性结构图。如图1所示，本发明所公开的车辆直流充电继电器的诊断系统包括：控制器1、两个电阻群组R1和R2、以及开关S，其中，所述两个电阻群组R1和R2以串联的方式跨接在车辆的直流充电高压线之间，所述电阻群组R1的第一端与车辆的直流充电高压线的一侧电连接并且所述电阻群组R2的第一端与车辆的直流充电高压线的另一侧电连接，所述电阻群组R1的第二端、所述电阻群组R2的第二端以及所述开关S的第一端电连接，并且所述开关S的第二端与车体接地相连接，并且其中，所述电阻群组R1由两个串联的子电阻构成，并且构成所述电阻群组R1的所述两个串联的子电阻的公共端与所述控制器1的第一 电压检测端口电连接以致所述控制器1能够通过所述第一电压检测端口测量构成所述电阻群组R1的所述两个串联的子电阻的公共端处的电压V1，并且所述电阻群组R2由两个串联的子电阻构成，并且构成所述电阻群组R2的所述两个串联的子电阻的公共端与所述控制器1的第二电压检测端口电连接以致所述控制器1能够通过所述第二电压检测端口测量构成所述电阻群组R2的所述两个串联的子电阻的公共端处的电压V2，所述开关S的第一端与所述控制器1的第三电压检测端口电连接以辅助所述控制器1检测所述电压V1和V2，其中，所述控制器1通过控制位于车辆的直流充电高压线的不同侧上的直流充电继电器S1和直流充电继电器S2以及所述开关S的通断来执行诊断操作，并且所述诊断操作基于电压V1和V2的测量值。
优选地，在本专利申请所公开的车辆直流充电继电器的诊断系统中，所述电阻群组R1的第一端与所述直流充电继电器S1和车辆直流充电端口(即为外部充电器提供的端口)之间的直流充电高压线电连接，并且所述电阻群组R2的第一端与所述直流充电继电器S2和车辆直流充电端口之间的直流充电高压线电连接。
优选地，在本专利申请所公开的车辆直流充电继电器的诊断系统中，所述诊断操作仅在车辆直流充电端口与外部充电器断开连接后进行。
优选地，在本专利申请所公开的车辆直流充电继电器的诊断系统中，所述诊断操作包括：(B1)闭合所述开关S；(B2)测量电压V1的初始值和电压V2的初始值；(B3)断开直流充电继电器S1；(B4)测量电压V1和V2的当前值，并且将电压V1和V2的当前值分别与电压V1和V2的初始值相比较，如果电压V1和V2的值保持不变，则确定流充电继电器S1发生粘连故障。
优选地，在本专利申请所公开的车辆直流充电继电器的诊断系统中，所述诊断操作进一步包括：在确定流充电继电器S1发生粘连故障后继续执行如下操作：(C1)断开直流充电继电器 S2；(C2)测量电压V1和V2的当前值，并且将电压V1和V2的当前值分别与电压V1和V2的初始值相比较，如果电压V1和V2的值保持不变，则确定流充电继电器S2发生粘连故障，并随之终止诊断操作。
优选地，在本专利申请所公开的车辆直流充电继电器的诊断系统中，所述诊断操作进一步包括：如果在步骤(C2)中确定电压V2的值降至零，并且电压V1的值降至第一预定值，则确定直流充电继电器S2未发生粘连故障，并随之终止诊断操作。
优选地，在本专利申请所公开的车辆直流充电继电器的诊断系统中，所述诊断操作进一步包括：如果在步骤(B4)中确定电压V1的值降至零，并且电压V2的值降至第二预定值，则确定直流充电继电器S1未发生粘连故障。
优选地，在本专利申请所公开的车辆直流充电继电器的诊断系统中，所述诊断操作进一步包括：在确定直流充电继电器S1未发生粘连故障后继续执行如下操作：(D1)断开直流充电继电器S2；(D2)测量电压V1和V2的当前值，并且将电压V1和V2的当前值分别与零和所述第二预定值相比较，如果电压V1和V2的值保持不变，则确定直流充电继电器S2发生粘连故障，并随之终止诊断操作。
优选地，在本专利申请所公开的车辆直流充电继电器的诊断系统中，所述诊断操作进一步包括：如果在步骤(D2)中确定电压V1和电压V2的当前值均降至零，则确定直流充电继电器S2未发生粘连故障，并随之终止诊断操作。
优选地，在本专利申请所公开的车辆直流充电继电器的诊断系统中，电压V1的初始值典型地等于由如下公式的确定的值：
Figure PCTCN2017091805-appb-000001
其中，RP和RN是车辆绝缘电阻(如图1所示)，VBATT是车 辆动力电池组当前电压值。
优选地，在本专利申请所公开的车辆直流充电继电器的诊断系统中，电压V2的初始值典型地等于由如下公式的确定的值：
Figure PCTCN2017091805-appb-000002
其中，RP和RN是车辆绝缘电阻(如图1所示)，VBATT是车辆动力电池组当前电压值。
优选地，在本专利申请所公开的车辆直流充电继电器的诊断系统中，所述第一预定值由如下公式确定：
Figure PCTCN2017091805-appb-000003
其中，RP是车辆绝缘电阻(如图1所示)，VBATT是车辆动力电池组当前电压值。
优选地，在本专利申请所公开的车辆直流充电继电器的诊断系统中，所述第二预定值由如下公式确定：
Figure PCTCN2017091805-appb-000004
其中，RN是车辆绝缘电阻(如图1所示)，VBATT是车辆动力电池组当前电压值。
优选地，在本专利申请所公开的车辆直流充电继电器的诊断系统中，所述诊断操作能够以如下方式完成：检测V1和V2的当前值并随之根据检测出的V1和V2的当前值查询预设的状态映射表的方式完成判定操作，其中，所述状态映射表包含V1和V2的值与V1和V2的当前状态之间的映射关系。
示例性地，在本专利申请所公开的车辆直流充电继电器的诊断系统中，所述电压V1和V2经由车辆中的高压分配盒中的特定 电路而被检测，并且所述控制器1是整车控制器的一部分、或者所述控制器1是车辆中的任何其他控制器的一部分。
可选地，在本专利申请所公开的车辆直流充电继电器的诊断系统中，所述控制器1是在物理上独立于车辆中的任何控制器的专用控制器。
优选地，在本专利申请所公开的车辆直流充电继电器的诊断系统中，在执行所述诊断操作之前，位于车辆动力电池包内的高压线上的两个主继电器(即系统主继电器)保持闭合状态。
由上可见，本专利申请所公开的车辆直流充电继电器的诊断系统具有下列优点：能够准确而迅速地诊断直流充电继电器的工作状态，并且由于能够在车辆直流充电端口与外部充电器断开连接后立即进行诊断操作，故诊断迅速且成本较低。
此外，本发明也公开了一种车辆直流充电系统，其中，上面所描述和示例的任一个车辆直流充电继电器诊断系统是其子系统。
在此所描述的各示例中，术语“电阻群组”指的是多个子电阻以串联、并联或串联与并联相结合的方式电性连接在一起而构成电阻。例如，电阻群组R1可以是多个子电阻由串联、并联或串联与并联相结合的方式电性连接在一起而构成的电阻。
尽管本发明是通过上述的优选实施方式进行描述的，但是其实现形式并不局限于上述的实施方式。应该认识到：在不脱离本发明主旨和范围的情况下，本领域技术人员可以对本发明做出不同的变化和修改。

Claims (11)

  1. 一种车辆直流充电继电器的诊断系统，所述车辆直流充电继电器的诊断系统包括控制器、两个电阻群组R1和R2、以及开关S，其中，所述两个电阻群组R1和R2以串联的方式跨接在车辆的直流充电高压线之间，所述电阻群组R1的第一端与车辆的直流充电高压线的一侧电连接并且所述电阻群组R2的第一端与车辆的直流充电高压线的另一侧电连接，所述电阻群组R1的第二端、所述电阻群组R2的第二端以及所述开关S的第一端电连接，并且所述开关S的第二端与车体接地相连接，并且其中，所述电阻群组R1由两个串联的子电阻构成，并且构成所述电阻群组R1的所述两个串联的子电阻的公共端与所述控制器的第一电压检测端口电连接以致所述控制器能够通过所述第一电压检测端口测量构成所述电阻群组R1的所述两个串联的子电阻的公共端处的电压V1，并且所述电阻群组R2由两个串联的子电阻构成，并且构成所述电阻群组R2的所述两个串联的子电阻的公共端与所述控制器的第二电压检测端口电连接以致所述控制器能够通过所述第二电压检测端口测量构成所述电阻群组R2的所述两个串联的子电阻的公共端处的电压V2，所述开关S的第一端与所述控制器1的第三电压检测端口电连接以辅助所述控制器1检测所述电压V1和V2，其中，所述控制器通过控制位于车辆的直流充电高压线的不同侧上的直流充电继电器S1和直流充电继电器S2以及所述开关S的通断来执行诊断操作，并且所述诊断操作基于电压V1和V2的测量值。
  2. 根据权利要求1所述的车辆直流充电继电器的诊断系统，其特征在于，所述电阻群组R1的第一端与所述直流充电继电器S1和车辆直流充电端口之间的直流充电高压线电连接，并且所述电阻群组R2的第一端与所述直流充电继电器S2和车辆直流充电 端口之间的直流充电高压线电连接。
  3. 根据权利要求2所述的车辆直流充电继电器的诊断系统，其特征在于，所述诊断操作仅在车辆直流充电端口与外部充电器断开连接后进行。
  4. 根据权利要求3所述的车辆直流充电继电器的诊断系统，其特征在于，所述诊断操作包括：(B1)闭合所述开关S；(B2)测量电压V1的初始值和电压V2的初始值；(B3)断开直流充电继电器S1；(B4)测量电压V1和V2的当前值，并且将电压V1和V2的当前值分别与电压V1和V2的初始值相比较，如果电压V1和V2的值保持不变，则确定流充电继电器S1发生粘连故障。
  5. 根据权利要求4所述的车辆直流充电继电器的诊断系统，其特征在于，所述诊断操作进一步包括：在确定流充电继电器S1发生粘连故障后继续执行如下操作：(C1)断开直流充电继电器S2；(C2)测量电压V1和V2的当前值，并且将电压V1和V2的当前值分别与电压V1和V2的初始值相比较，如果电压V1和V2的值保持不变，则确定流充电继电器S2发生粘连故障，并随之终止诊断操作。
  6. 根据权利要求5所述的车辆直流充电继电器的诊断系统，其特征在于，所述诊断操作进一步包括：如果在步骤(C2)中确定电压V2的值降至零，并且电压V1的值降至第一预定值，则确定直流充电继电器S2未发生粘连故障，并随之终止诊断操作。
  7. 根据权利要求6所述的车辆直流充电继电器的诊断系统，其特征在于，所述诊断操作进一步包括：如果在步骤(B4)中确定电压V1的值降至零，并且电压V2的值降至第二预定值，则确定直流充电继电器S1未发生粘连故障。
  8. 根据权利要求7所述的车辆直流充电继电器的诊断系统，其特征在于，所述诊断操作进一步包括：在确定直流充电继电器S1未发生粘连故障后继续执行如下操作：(D1)断开直流充电继电器S2；(D2)测量电压V1和V2的当前值，并且将电压V1和 V2的当前值分别与零和所述第二预定值相比较，如果电压V1和V2的值保持不变，则确定直流充电继电器S2发生粘连故障，并随之终止诊断操作。
  9. 根据权利要求8所述的车辆直流充电继电器的诊断系统，其特征在于，所述诊断操作进一步包括：如果在步骤(D2)中确定电压V1和电压V2的当前值均降至零，则确定直流充电继电器S2未发生粘连故障，并随之终止诊断操作。
  10. 根据权利要求1所述的车辆直流充电继电器的诊断系统，其特征在于，所述诊断操作能够以如下方式完成：检测V1和V2的当前值并随之根据检测出的V1和V2的当前值查询预设的状态映射表的方式完成判定操作，其中，所述状态映射表包含V1和V2的值与V1和V2的当前状态之间的映射关系。
  11. 一种车辆直流充电系统，所述车辆直流充电系统包含权利要求1-10中任一个权利要求所述的车辆直流充电继电器诊断系统。
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