WO2019037632A1

WO2019037632A1 - Electric vehicle power-on method based on wake-up sources

Info

Publication number: WO2019037632A1
Application number: PCT/CN2018/100617
Authority: WO
Inventors: 吕玉华; 彭鹏
Original assignee: 上海蔚来汽车有限公司
Priority date: 2017-08-21
Filing date: 2018-08-15
Publication date: 2019-02-28
Also published as: CN109421541A; TW201914161A; TWI765083B; CN109421541B

Abstract

An electric vehicle power-on method based on wake-up sources, comprising: a first control unit receives and identifies different wake-up sources; if the wake-up sources correspond to high voltage use requests, the first control unit sends a control instruction to a battery management system; the battery management system makes a battery output high voltage power, and feeds back the execution result to the first control unit; the first control unit either starts a fault processing program or instructs a voltage conversion unit to convert high voltage outputted by the battery to low voltage.

Description

Electric vehicle power-on method based on wake-up source

Technical field

The present invention relates to the field of electric vehicle technology, and more particularly to an electric vehicle powering method.

Background technique

Electric vehicles have gradually gained popularity. In order to save electricity, electric vehicles are subjected to high-voltage power-off operation without using high voltage. However, when they need or even use high voltage, they are expected to be able to quickly Power-on.

With the development of technology, the intelligent functions of electric vehicles are more and more, and the functions of off-car are more and more. Therefore, there are more and more wake-up sources that need to be powered by cars. In this case, the electric vehicle needs to identify various wake-up sources and perform different processing according to their needs.

On the other hand, in the power-on process of an electric vehicle, it is also desirable to monitor the power-on process to prevent any abnormalities or malfunctions therein, and to quickly deal with these abnormalities or malfunctions.

Summary of the invention

An object of the present invention is to provide an electric vehicle power-on method capable of judging whether or not an electric vehicle needs to use a high voltage, thereby enabling quick power-on.

To achieve the above object, the present invention provides a technical solution as follows:

An electric vehicle power-on method based on a wake-up source includes the following steps: a), the first control unit receives different wake-up sources; b), the first control unit identifies whether the wake-up source corresponds to a high-voltage use request, and indicates battery management The system and the voltage conversion unit enter an initialization state; c), if the wakeup source corresponds to the high voltage use request, the first control unit sends a control command to the battery management system; d), based on the received control command, the battery management system executes the control program Enabling the battery to output high voltage power and feeding back the execution result to the first control unit; e), based on receiving the execution result, the first control unit or starting the fault processing program or instructing the voltage conversion unit to convert the high voltage output of the electric vehicle battery into a low voltage .

Preferably, the waking source comprises: the gateway identifying a signal sent by the vehicle to the first control unit after the vehicle initiates the power-on request or the off-car power-on request; and the ISB detects that the low-voltage battery SOC is lower than the first threshold and sends the signal to the first control unit. Signal; a signal sent by the charging post to the first control unit when the charging pile is connected; a driving demand signal; and a routine control demand signal.

Preferably, the high voltage use request comprises: a signal sent by the IBS to the first control unit when the low voltage battery SOC is lower than the second threshold; a signal sent by the charging pile to the first control unit when the charging pile is connected; a driving demand signal; The routine controls the demand signal.

Preferably, the closed relay program comprises: pre-charging the high-voltage main positive relay and the high-voltage main negative relay; closing the high-voltage main positive relay and the high-voltage main negative relay; and performing the adhesion detection on the high-voltage main positive relay and the high-voltage main negative relay.

According to the electric vehicle power-on method provided by the embodiments of the present invention, on the one hand, various complex wake-up sources can be identified to determine whether a high voltage needs to be loaded. On the other hand, during the power-on of the electric vehicle, the power-on process can also be monitored to prevent any abnormality or malfunction. The method can bring an excellent user experience, and the implementation is simple and convenient.

DRAWINGS

FIG. 1 is a schematic flow chart showing a method for powering an electric vehicle according to a first embodiment of the present invention.

FIG. 2 illustrates a signal flow during the execution of an electric vehicle powering method according to an embodiment of the present invention.

Detailed ways

Specific details are set forth in the following description in order to provide a thorough understanding of the invention. However, it will be apparent to those skilled in the art that the embodiments of the invention may be practiced without the specific details. In the present invention, specific numerical references may be made, such as "first element", "second device", and the like. However, specific numerical references should not be construed as obeying the literal order, but rather as "first element" and "second element".

The specific details of the present invention are intended to be illustrative, and the details may be varied, but still fall within the spirit and scope of the invention. The term "coupled" is defined to mean either directly connected to a component or indirectly connected to a component via another component, and may also include a connection by means of a wireless communication or the like.

Preferred embodiments of the method, system and apparatus suitable for implementing the present invention are described below with reference to the accompanying drawings. While the various embodiments are described in terms of a single combination of elements, it is understood that the invention includes all possible combinations of the disclosed elements. Thus, if an embodiment includes elements A, B, and C, and the second embodiment includes elements B and D, the invention should also be considered to include other remaining combinations of A, B, C, or D, even if not explicitly indicated .

It should be noted that, according to the present invention, the operation mode of the electric vehicle may include a parking mode, a high voltage power-on mode, an AC charging mode, a DC charging mode, a power-changing mode, and a remote software refresh mode. The controllers participating in the power-on process may include: vehicle controller VCU, battery management system BMS, front motor controller PEU_F, rear motor controller PEU_R, gateway CGW, high voltage DC to low voltage DC converter DC/DC, these controllers They are coupled to each other by a hard wire or a CAN bus. Specifically, a hard line refers herein to a transmission line that transmits logic levels, or the controllers are coupled to each other through a logic level or a CAN bus.

As shown in FIG. 1, a first embodiment of the present invention provides a method for powering an electric vehicle, which includes the following steps.

Step S10: The first control unit receives different wakeup sources.

Here, the first control unit may be a vehicle control unit VCU or any other control unit carried by the electric vehicle itself or coupled to the electric vehicle.

The wake-up source that may cause the electric vehicle to wake up (specifically, the vehicle control unit is woken up) includes, for example, the gateway identifying the vehicle to initiate a power-on request (including powering on the key, remotely starting the vehicle, remotely starting the vehicle) or off-car powering up a signal sent to the vehicle control unit VCU after the request; the smart battery sensor IBS detects a signal sent to the vehicle control unit when the low voltage battery SOC is lower than the first threshold; and the charging pile is sent to the vehicle control unit when the charging pile is connected Signal; driving demand signal; and routine control (helping to implement some special functions, such as battery replacement, remote software refresh, etc.) demand signal.

The off-car power-on request may include: a remote charging request; remotely turning on the air conditioning request; and, a remote software refresh request.

In addition, the wake-up source may also include an in-vehicle entertainment system usage requirement, a navigation system usage requirement, a signal from the anti-theft system, etc., which have been implemented on an electric vehicle or that can be implemented on an electric vehicle.

The low-voltage wake-up source received by the VCU has the following five types: the LIN wake-up signal of the IBS of the 12V battery management system, the CC or CP signal of the AC charging pile, the CC2 or A+ signal of the DC charging pile, the network management frame of the gateway CGW, and the KL15 signal of the gateway. .

Among them, the gateway is mainly responsible for waking up the VCU by issuing a network management frame or a KL15 signal when the vehicle is powered on by a key or has an off-car (off-car in the case of a remotely controlled vehicle) function. IBS is mainly responsible for real-time monitoring of the SOC of the small battery. If the low-voltage battery SOC is lower than the first threshold (for example, less than 80% of the battery capacity, etc.) when the system is not powered, the IBS will pass the LIN signal (but not For this reason, it is also possible to wake up the VCU with hardwire or CAN. After the AC charging gun, the AC charging post outputs a CC or CP signal to wake up the VCU. After the DC charging plugs in, the DC charging post outputs a CC2 or A+ signal to wake up the VCU. The AC charging wake-up source and the DC charging wake-up source have priority, and preferentially respond to the DC charging wake-up source, that is, when CC or CP and CC2 or A+ exist simultaneously, the CC or CP is ignored in response to CC2 or A+.

When the electric vehicle is in the park mode, the first control unit can receive these wake-up sources from inside or outside the vehicle, from different sources/channels, and wake themselves up from sleep mode.

Step S11: The first control unit identifies whether the wakeup source corresponds to the high voltage use request, and instructs the battery management system and the voltage conversion unit to enter an initialization state.

In this step, the first control unit (as an example, here using the vehicle control unit) identifies whether the wake-up source corresponds to a high voltage use request. The high-voltage use request includes: a signal sent by the IBS to the vehicle control unit when the low-voltage battery SOC is lower than the second threshold; a signal sent by the charging pile to the vehicle control unit when the charging pile is connected; a driving demand signal; The process controls the demand signal.

It can be understood that the high voltage usage request is a subset of the wake source set. In other words, not all wake-up sources are for high-voltage functions in electric vehicles. In addition, the first threshold for the low voltage battery in step S10 herein may be different from the second threshold in step S11, or may be the same, which may be determined according to a specific practical application.

As an example, the need to use high voltage has the following: normal driving, AC charging, DC charging, high voltage battery switching, routine control (assisting some special functions, such as battery switching, remote software refresh, etc.), During the remote software refresh process, the 12V battery is insufficient and needs to be charged, the high-voltage battery is equalized, the air conditioner is turned on remotely, and the 12V battery is left for a long time, causing the battery to be insufficient and requiring charging.

Here, regardless of whether the wakeup source received by the VCU corresponds to a high voltage use request, the VCU instructs the battery management system BMS and the voltage conversion unit DC/DC to enter an initialization state. In this way, the electric vehicle can quickly respond to user commands and/or wake-up sources, thereby facilitating the user experience.

Step S12: If the wakeup source corresponds to the high voltage use request, the first control unit sends a control command to the battery management system.

Here, the control command is used to instruct the battery management system to execute a corresponding control program such that the battery outputs high voltage power.

If the identified wake-up source does not correspond to a high-voltage use request, subsequent steps need not be performed. That is, the first control unit (as an example, here employs the vehicle control unit) issues a close relay command only when the wakeup source corresponds to the high voltage use request. As an example of a control command, the closed relay command instructs the battery management system to close the relay so that the high voltage power output by the battery can be used. It should be understood that when the battery management system uses a switching element other than the relay for controlling the high voltage output, the vehicle control unit sends an instruction to close the switch to the battery management system. A relay is just one specific example of this type of switch.

Step S13: The battery management system executes a control program to cause the battery to output high voltage power.

In this step, upon receiving a control command, such as closing a relay command, the battery management system will execute a control program (eg, a closed relay program, or a program that closes other switching elements) to cause the battery to output high voltage power and feedback the execution result to First control unit. The control program can include not only a simple closed relay action, but also a series of tests or other actions to prevent any abnormalities or malfunctions therein, or to be able to handle these abnormalities or malfunctions.

As a specific example of the control program, the closed relay program includes: precharging the high voltage main positive relay and the high voltage main negative relay; closing the high voltage main positive relay, the high voltage main negative relay; and the high voltage main positive relay and the high voltage main negative The relay performs a glue detection.

After step S13, step S140 or selection execution step S141 is selected based on the feedback execution result.

Step S140: The first control unit starts a fault processing program.

The premise of entering this step S140 is that the execution result of the closed relay program is "failure".

As an example, the fault handling program may include: determining whether the relay is closed within a time threshold; if the relay is not closed, determining whether there is a fault affecting the power-on/off of the electric vehicle; if there is a fault that affects the power-on/off of the electric vehicle Then, the entire power-on process is restarted, for example, returning to step S10 to continue execution. In practical applications, the time required to require the relay to close depends on the type of relay or switch, such as the longest time that can be tolerated, that is, the time threshold of 2 seconds.

As another example, if the VCU issues a relay close command and fails to receive the relay closure within a specified time (or after waiting for a timeout), and fails to detect a fault that affects the high voltage power-on, the VCU passes the hardwire signal. The BMS, PEU, and DC/DC are first hibernated and then re-awakened, thereby restarting, and then instructing the battery management system to execute the closed relay procedure.

Preferably, if the fault handling program is repeatedly executed for a plurality of times, for example, three times, and the execution result of the closed relay program is still "failed", the power-on process of the electric vehicle is stopped and an alarm message is issued.

Step S141: The first control unit instructs the voltage conversion unit to convert the high voltage outputted by the electric vehicle battery into a low voltage.

The premise of entering this step S141 is that the execution result of the closed relay program is "success". At this point, the VCU will instruct the voltage conversion unit to enter the normal operating mode, ie, convert the high voltage output from the battery to a low voltage to power the various low voltage control systems in the vehicle.

As an improved embodiment of the first embodiment described above, the power system employed in the electric vehicle is a two-motor system, and the motor is an asynchronous motor. Based on the dual-motor system, if one motor is detected before the high voltage and the other is normal, the high-voltage power-on and driving are allowed, but the user's status is reminded, and the speed limit can be appropriately adjusted.

As an example, the power system is controlled by the VCU, the battery management system BMS, the motor controller PEU, the voltage conversion unit DC/DC are all involved in the high voltage power-on process, the VCU coordinates the system operation and performs system level diagnosis, and the BMS is responsible for pre-charging and High-voltage relays are connected, DC/DC provides low-voltage power for various control systems, and PEU assists with high-voltage functions.

With the first embodiment described above, the electric vehicle can recognize various complex wake-up sources, thereby determining whether or not the high voltage needs to be loaded, and at the same time, can monitor the power-on process to prevent any abnormality or malfunction therein.

Figure 2 shows the signal flow during power up of an electric vehicle.

As shown in Figure 2, after the VCU wakes up, it will enter initialization, and at the same time wake up the BMS, DC/DC and motor controller PEU (not shown in Figure 2) through the hardwire or CAN bus, and put them into the initialization state, BMS respectively. The DC/DC and PEU then perform a self-test and feed back the test results to the VCU.

Regarding the closed relay procedure, if the VCU issues a relay close request, the BMS does not receive feedback on the successful closing of the relay within 200ms (standard), and no serious fault occurs at this time, the VCU will automatically restart the power system without external conditions. Trigger (for example, the VCU will sleep the BMS, PEU, DCDC through the hardwire or CAN signal and wake up again to achieve the purpose of restarting, and then try to close the relay again), this attempt can be repeated multiple times.

Regarding the normal operation mode of the voltage conversion unit, DC/DC starts to work after receiving the enable signal from the VCU, and outputs 13.6V voltage to provide low voltage power for various control systems.

Regarding the IMMO anti-theft check, when the IMMO check passes, the VCU enables all high-voltage functions and allows normal driving. If the IMMO check fails, the VCU will disable the driving function but allow other high voltage functions.

In some embodiments of the invention, some steps of the method may be implemented on a set of distributed computing devices connected using a communication network, or based on a "cloud." In such systems, multiple computing devices operate together to provide services by using their shared resources.

A "cloud-based" implementation can provide one or more benefits, including: openness, flexibility and scalability, central management, reliability, scalability, optimization of computing resources, aggregation and analysis across multiple The ability of users to have information, connect across multiple geographic regions, and the ability to use multiple mobile or data network operators for network connectivity.

The present invention also discloses a computer readable storage medium having stored thereon computer programs which, when executed by a processor, will perform the method as provided by the first embodiment described above or a modification thereof.

The above description is only for the preferred embodiments of the present invention and is not intended to limit the scope of the present invention. Various modifications may be made by those skilled in the art without departing from the spirit of the invention and the appended claims.

Claims

An electric vehicle power-on method based on a wake-up source includes the following steps:

a), the first control unit receives different wake-up sources;

b) the first control unit identifies whether the wakeup source corresponds to a high voltage use request, and instructs the battery management system and the voltage conversion unit to enter an initialization state;

c) if the wakeup source corresponds to the high voltage use request, the first control unit sends a control instruction to the battery management system;

d), based on the received control command, the battery management system executes a control program to cause the battery to output high voltage power, and feedback the execution result to the first control unit;

e), based on receiving the execution result, the first control unit or initiating a fault handling program or instructing the voltage conversion unit to convert the high voltage output of the electric vehicle battery to a low voltage.
The method of claim 1, wherein the wake-up source comprises:

The gateway identifies a signal sent to the first control unit after the vehicle initiates a power-on request or an off-car power-on request;

The IBS detects a signal sent to the first control unit when the low voltage battery SOC is lower than the first threshold;

a signal sent by the charging post to the first control unit when the charging pile is accessed;

Driving demand signal;

The routine controls the demand signal.
The method of claim 2, wherein the off-car powering request comprises:

Remote charging request; remotely turn on the air conditioning request; and, remote software refresh request.
The method of claim 1 wherein said high voltage usage request comprises:

The IBS detects a signal sent to the first control unit when the low voltage battery SOC is lower than a second threshold;

a signal sent by the charging post to the first control unit when the charging pile is accessed;

Driving demand signal;

The routine controls the demand signal.
The method of claim 1 wherein said fault handling program comprises:

Determining whether the relay is closed within a time threshold;

If the relay is not closed, it is determined whether there is a fault that affects the power-on/off of the electric vehicle;

If there is a fault that affects the power-on/off of the electric vehicle, return to step a) to continue.
The method according to claim 5, wherein if the fault handling program is repeatedly executed three times and the execution result is still failed, the electric vehicle power-on flow is stopped and an alarm message is issued.
The method according to any one of claims 1 to 6, wherein the closed relay procedure comprises:

Pre-charging the high voltage main positive relay and the high voltage main negative relay;

Closing the high voltage main positive relay and the high voltage main negative relay;

The high voltage main positive relay and the high voltage main negative relay are subjected to adhesion detection.
A computer readable storage medium having stored thereon a computer program, wherein the computer program, when executed by a processor, performs the method of any one of claims 1 to 7.