WO2025246748A1 - 一种整车电耗控制方法及其系统、车辆 - Google Patents

一种整车电耗控制方法及其系统、车辆

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Publication number
WO2025246748A1
WO2025246748A1 PCT/CN2025/091074 CN2025091074W WO2025246748A1 WO 2025246748 A1 WO2025246748 A1 WO 2025246748A1 CN 2025091074 W CN2025091074 W CN 2025091074W WO 2025246748 A1 WO2025246748 A1 WO 2025246748A1
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WO
WIPO (PCT)
Prior art keywords
vehicle
power
power supply
cut
mode
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
PCT/CN2025/091074
Other languages
English (en)
French (fr)
Inventor
黎智辉
叶凌皓
刘新波
刘植元
钟嘉城
刘广浩
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Guangzhou Automobile Group Co Ltd
Original Assignee
Guangzhou Automobile Group Co Ltd
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Filing date
Publication date
Application filed by Guangzhou Automobile Group Co Ltd filed Critical Guangzhou Automobile Group Co Ltd
Publication of WO2025246748A1 publication Critical patent/WO2025246748A1/zh
Pending legal-status Critical Current
Anticipated expiration legal-status Critical

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/04—Cutting off the power supply under fault conditions
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
    • B60L3/0046—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
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/02—Dead-man's devices
    • 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
    • B60L58/24—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries
    • B60L58/26—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries by cooling
    • 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
    • B60L2260/00—Operating Modes
    • B60L2260/20—Drive modes; Transition between modes
    • B60L2260/26—Transition between different drive modes

Definitions

  • This disclosure relates to the field of vehicle thermal runaway treatment technology, specifically to a vehicle power consumption control method and system, and a vehicle.
  • the power battery pack is a high-voltage, high-density energy storage component. Thermal runaway can lead to spontaneous combustion and explosion of the battery pack within a short period. Therefore, when the cell temperature of the high-voltage battery reaches the set thermal runaway risk threshold, the battery cooling system will activate. At this time, the high-voltage battery cannot supply power, and the low-voltage battery must support the cooling system and the vehicle's basic power consumption. During this process, it is necessary to consider whether the vehicle's low-voltage battery can meet the power consumption requirements of the cooling system. If it cannot, the cooling system will not be able to operate continuously for an extended period, preventing the cell temperature from dropping to a safe threshold and potentially causing the battery pack to spontaneously combust and explode.
  • the purpose of this disclosure is to propose a vehicle power consumption control method and system, and a computer-readable storage medium, so as to avoid the vehicle's low-voltage battery failing to meet the power consumption requirements of the battery cooling system after thermal runaway.
  • embodiments of this disclosure provide a method for controlling vehicle energy consumption, the method comprising:
  • the vehicle gear When the vehicle speed is less than or equal to the preset speed threshold, the vehicle gear will be switched to park.
  • the vehicle mode When the vehicle power is cut off, the vehicle speed is less than or equal to the preset speed threshold, and the vehicle gear is in park, the vehicle mode will be switched to standby mode, and the vehicle mode switching function will be disabled.
  • Embodiments of this disclosure also provide a vehicle energy consumption control system, characterized in that it includes:
  • the high-voltage battery management system is set to monitor whether the high-voltage battery has experienced a thermal runaway fault. If so, it will cut off the power supply to the high-voltage battery and send a thermal runaway alarm signal to the battery cooling system, power control system and usage mode management system.
  • the battery cooling system is configured to activate the battery cooling function in response to the thermal runaway alarm signal.
  • the power control system is configured to respond to the thermal runaway alarm signal, perform a power cut-off arbitration, and if the arbitration is successful, cut off the vehicle power and send a shift request to the gear control system to request the vehicle gear to be switched to parking gear.
  • the gear control system is configured to respond to the gear shift request by shifting the vehicle gear to parking when the vehicle speed is less than or equal to a preset speed threshold.
  • the mode management system is configured to respond to the thermal runaway alarm signal by switching the vehicle mode to standby mode and disabling the vehicle mode switching function when the vehicle power is cut off, the vehicle speed is less than or equal to a preset speed threshold, and the vehicle gear is in park.
  • Embodiments of this disclosure also provide a vehicle including the above-described vehicle power consumption control system.
  • This disclosure provides a vehicle power consumption control method and system, as well as a vehicle, which can effectively control vehicle power consumption when a thermal runaway fault occurs in the vehicle's high-voltage battery by cutting off vehicle power, switching the vehicle gear to parking, switching the vehicle mode to standby mode, and disabling the vehicle mode switching function. This ensures that the low-voltage battery has sufficient power to support the battery cooling system, thereby preventing the thermal runaway fault from worsening and ensuring the safety of the vehicle and passengers.
  • Figure 1 is a flowchart of a vehicle power consumption control method according to an embodiment of this disclosure.
  • FIG. 2 is a flowchart of a vehicle power consumption control method in a specific embodiment of this disclosure.
  • Figure 3 is a schematic diagram of the structure of a vehicle power consumption control system in one embodiment of this disclosure.
  • Figure 4 is a functional timing diagram of a vehicle power consumption control system according to an embodiment of the present disclosure.
  • One embodiment of this disclosure provides a method for controlling vehicle energy consumption. Referring to Figure 1, the method includes the following steps:
  • Step S10 When a high-voltage battery thermal runaway fault occurs, the power supply to the high-voltage battery is cut off.
  • battery cells are the basic building blocks of high-voltage batteries. They are combined in series or parallel to form a high-voltage battery to provide sufficient voltage and capacity for electric vehicles. Each battery cell generates heat during charging and discharging. Moreover, due to factors such as chemical reactions of internal battery materials and resistance loss, the temperature of the battery cell will change with use. During vehicle operation, the temperature of the high-voltage battery cells is monitored. When the cell temperature reaches the set thermal runaway risk threshold, a high-voltage battery thermal runaway fault is determined to have occurred.
  • Step S20 Activate the battery cooling function.
  • electric vehicles are equipped with a battery cooling system designed to manage the temperature of the high-voltage battery. Since batteries generate heat during charging and discharging, especially under high load or rapid charging, a battery cooling system is needed to control the temperature of the high-voltage battery, keeping it within its optimal operating range, preventing overheating and thermal runaway, and extending its lifespan.
  • the battery cooling function of the battery cooling system is activated to cool the high-voltage battery.
  • Step S30 Perform a power cut-off arbitration. If the arbitration is successful, the vehicle power is cut off.
  • power cut-off arbitration which involves cutting off vehicle power if the arbitration is successful, is a safety protection measure for electric vehicles in the event of thermal runaway of the high-voltage battery.
  • Power cut-off arbitration is a decision-making process aimed at determining whether the vehicle's power output should be cut off to prevent further deterioration of the thermal runaway fault.
  • the decision-making process considers multiple factors, including but not limited to vehicle speed, vehicle position, vehicle status, and driver instructions. Specifically, if the vehicle is traveling at high speed, suddenly cutting off power may lead to loss of control or a rear-end collision.
  • Vehicle position refers to whether the vehicle is in a safe location, such as on a highway, and whether there is sufficient space to park safely.
  • Vehicle status refers to whether the vehicle is stable and whether there are other potential safety risks.
  • Driver instructions refer to whether an emergency stop instruction has been received from the driver. If the assessment based on these factors indicates that cutting off power is safe, i.e., it will not lead to more serious risks or accidents, then the arbitration is successful. Once the arbitration is successful, the vehicle's power system will be cut off, which means that the electric motor will stop receiving power from the high-voltage battery, the vehicle will lose power, and begin to decelerate until it stops.
  • step S30 the purpose of step S30 is to find a balance between ensuring passenger safety and reducing the risk of thermal runaway. If cutting off power could lead to a more dangerous situation, such as a sudden stop on a busy road, the system may choose not to immediately cut off power, but instead allow the driver to move the vehicle to a safer location before cutting off power. Conversely, if it is determined that cutting off power is safe, the system will perform the cut-off operation to prevent further development of thermal runaway.
  • Step S40 When the vehicle speed is less than or equal to a preset speed threshold, switch the vehicle gear to parking gear.
  • step S40 refers to an operation taken to ensure the vehicle can stop safely after a thermal runaway fault occurs in the electric vehicle's high-voltage battery.
  • the preset speed threshold here is a safe speed limit set in the vehicle system to determine when it is safe to shift to parking (P) gear, typically set to 5 km/h. After power is cut off, the vehicle will gradually decelerate and eventually stop. In some cases, if the vehicle speed is very high, it may take a long time to come to a complete stop. Furthermore, if the driver applies emergency braking, the vehicle may decelerate even faster. When the vehicle speed drops to or below 5 km/h, the vehicle's gear is shifted from a driving gear (such as D or R) to P gear. P gear locks the wheels, preventing the vehicle from moving and ensuring it stops in a safe position.
  • a driving gear such as D or R
  • step S40 which determines the power system status, vehicle speed, and gear, is to ensure that the mode switching action is performed only when the vehicle is absolutely stationary, thus ensuring functional safety.
  • Step S50 When the vehicle power is cut off, the vehicle speed is less than or equal to the preset speed threshold and the vehicle gear is in park, the vehicle mode is switched to standby mode and the vehicle mode switching function is disabled.
  • vehicle power cut off indicates that the vehicle's power system is in a non-ready state (stopped working) to prevent further deterioration of battery thermal runaway;
  • vehicle speed less than or equal to a preset speed threshold indicates that the vehicle has essentially stopped;
  • vehicle gear in P indicates that the wheels are locked and the vehicle will not move unexpectedly;
  • the vehicle mode is Comfort mode.
  • Standby mode Compared to Comfort mode, Standby mode only maintains the operation of necessary systems, such as the battery cooling system and other critical safety functions. In Standby mode, the functions and performance of Comfort mode are disabled, thereby limiting unnecessary power consumption and saving overall vehicle energy consumption. Disabling the vehicle mode switching function is to prevent the driver or vehicle system from mistakenly switching the vehicle mode in an emergency, which could lead to increased battery energy consumption or divert critical power resources used for the cooling system.
  • the method further includes:
  • Step S60 When the vehicle mode is switched to standby mode, start the timer, cut off the power supply of unnecessary loads in standby mode, and disable the load power-on request function; when the timer duration is equal to the preset duration, cut off the power supply of necessary loads in standby mode.
  • step S60 is an additional step implemented after the vehicle mode has been switched to standby mode in order to further manage power consumption and ensure battery safety.
  • the non-essential loads refer to the power supply of electrical system components and equipment that do not affect the basic functions of the vehicle, such as the power supply of interior lighting, electric seat adjustment, electric folding rearview mirrors, electric windows and sunroof, etc.
  • Standby power and constant load power such as the battery cooling system and the warning system (instrument, voice playback device), will be maintained in standby mode to ensure that the battery cooling system can work normally to cool the battery.
  • the warning system is set to alarm the occupants of the vehicle to indicate that the vehicle has experienced battery thermal runaway and that they need to leave the vehicle as soon as possible.
  • the preset timer is designed to provide users with sufficient time to safely exit the vehicle. In the event of battery thermal runaway, passengers and the driver have enough time to recognize the danger and take action to protect their safety. This timer is designed based on an estimate of the rate of thermal runaway development, ensuring that users have enough time to leave the vehicle and avoid potential fire or explosion risks. This timer may be 5-10 minutes, for example, 6 minutes.
  • Standby power refers to electronic systems or equipment that need to remain powered even after the engine is turned off.
  • Constant power supply refers to electrical loads that remain powered regardless of whether the vehicle is running or not.
  • step S60 the purpose of step S60 is to take a series of measures through the intelligent power distribution system to ensure the safety of the vehicle and passengers in the event of a high-voltage battery thermal runaway failure, while minimizing power consumption and extending the support time of the low-voltage battery. By cutting off the power to non-essential loads and starting a 6-minute timer, sufficient time can be ensured for the driver and passengers to become aware of the warning and take action to protect their safety.
  • step S60 includes:
  • the status information of the occupants inside the vehicle is obtained. Based on the status information, it is determined whether there are any occupants inside the vehicle. If not, the standby power supply and the constant power supply are cut off. If so, the cutoff of the standby power supply and the constant power supply is temporarily suspended. The standby power supply and the constant power supply are cut off again when there are no occupants inside the vehicle.
  • the system uses seat sensors and in-vehicle cameras to obtain occupant status information.
  • the vehicle is equipped with these sensors to detect the presence of occupants.
  • the seat sensors detect weight (i.e., someone is sitting) on the seats, while the cameras provide visual recognition to confirm occupant presence.
  • the system determines whether there are occupants inside. If no occupants are detected, the system will cut off standby power and constant power to conserve battery power, avoiding unnecessary energy consumption. If the system detects occupants, it will temporarily delay cutting off standby power and constant power, keeping certain vehicle systems in standby mode to alert the occupants and prompt them to open the doors and leave. Once the occupants have left the vehicle and the system detects no one inside again, it will cut off all non-essential power to protect the vehicle's battery.
  • the method further includes:
  • Step S70 During the timing process, a thermal runaway alarm is triggered.
  • step S70 refers to the vehicle control system continuously issuing thermal runaway warnings when a thermal runaway fault occurs in the high-voltage battery of an electric vehicle, in order to ensure that the driver and passengers are aware of the potential danger in a timely manner and take appropriate measures.
  • warnings include, but are not limited to, warning lights on the instrument panel, audible alerts, and text prompts.
  • the warning lights on the instrument panel will illuminate to alert the driver of the potential risk of thermal runaway.
  • the audible alerts will sound an alarm to attract the attention of the driver and passengers.
  • the text prompts will display warning information related to thermal runaway on the information display screen if the vehicle is equipped with one. Upon receiving these warnings, the driver and passengers should immediately follow the emergency operating guidelines and evacuate the vehicle at a safe distance.
  • the method further includes:
  • Step S80 When the high-voltage battery thermal runaway fault is eliminated, the vehicle mode switching function and the load power-on request function are unlocked.
  • step S80 describes how to restore the vehicle to normal operating status after the high-voltage battery thermal runaway fault is resolved, and how to allow rescue personnel to perform further diagnosis and operation on the vehicle.
  • Rescue personnel can use the diagnostic commands of the diagnostic tool to unlock the vehicle mode switching function, allowing the driver or rescue personnel to switch vehicle modes as needed.
  • the load power-on request function is also unlocked, allowing the driver or rescue personnel to restart unnecessary loads on the vehicle as needed, and the vehicle returns to normal operating status.
  • FIG. 2 shows a flowchart of a specific embodiment of the method disclosed herein.
  • the timing duration is 6 minutes, and the changes in the vehicle current under the high-voltage battery thermal runaway fault are shown in Table 1 below:
  • controllers/actuators such as the vehicle power consumption control system shown in Figure 3, which includes a high-voltage battery management system 1, a battery cooling system 2, a power control system 3, a gear control system 4, a usage mode management system 5, an intelligent power distribution system 6, and a prompting system 7, etc.
  • another embodiment of this disclosure provides a vehicle energy consumption control system.
  • the system of this embodiment includes:
  • the high-voltage battery management system 1 is set to monitor the cell temperature of the high-voltage battery, and determine whether a thermal runaway fault has occurred based on the cell temperature. If so, it will conduct high-voltage power arbitration. If the arbitration is successful, it will cut off the power supply to the high-voltage battery and send a thermal runaway alarm signal to the battery cooling system 2, the power control system 3, and the usage mode management system 5.
  • Battery cooling system 2 is configured to activate the battery cooling function in response to the thermal runaway alarm signal, thereby cooling the high-voltage battery.
  • the power control system 3 is configured to respond to the thermal runaway alarm signal, perform power cut-off arbitration, and if the arbitration is successful, cut off the vehicle power and send a shift request to the gear control system 4 to request the vehicle gear to be switched to parking gear (P gear).
  • the gear control system 4 is configured to respond to the gear shift request, perform gear return to P arbitration, and shift the vehicle gear to parking gear (P gear) when the vehicle speed is less than or equal to a preset speed threshold; at the same time, it sends a gear status signal (at this time the gear is P gear) to the usage mode management system 5; wherein, the vehicle speed signal is provided by the vehicle sensing system.
  • the mode management system 5 is configured to respond to the thermal runaway alarm signal and perform mode switching arbitration.
  • the vehicle power is cut off (i.e., the power system is not ready)
  • the vehicle speed is less than or equal to a preset speed threshold (e.g., 5 km/h)
  • the vehicle gear is in park (P)
  • the vehicle mode is switched to standby mode, and the vehicle mode switching function is disabled.
  • a vehicle mode signal (at this time the vehicle mode is standby mode) is sent to the intelligent power distribution system 6.
  • the intelligent power distribution system 6 is configured to receive the thermal runaway alarm signal and the vehicle mode signal, perform load cut-off arbitration, respond to the thermal runaway alarm signal, start timing when the vehicle mode is standby mode, cut off the standby power supply and constant power load power supply in standby mode, and disable the load power-on request function; when the timing duration is equal to the preset duration (e.g., 6 minutes), cut off the power supply of unnecessary loads in standby mode.
  • the preset duration e.g., 6 minutes
  • the intelligent power distribution system 6 is configured to acquire the status information of the occupants in the vehicle when the timing duration equals a preset duration, determine whether there are any occupants in the vehicle based on the status information of the occupants in the vehicle, and if not, cut off the standby power supply and the constant power load power supply; if yes, temporarily postpone cutting off the standby power supply and the constant power load power supply, and cut off the standby power supply and the constant power load power supply when there are no occupants in the vehicle.
  • the system of this embodiment further includes a prompting system 7, to which the high-voltage battery management system 1 sends a thermal runaway alarm signal; the prompting system 7 responds to the thermal runaway alarm signal to provide a thermal runaway alarm prompt until the timer ends, at which point the thermal runaway alarm prompt stops, and the intelligent power distribution system 6 cuts off the power supply to the prompting system 7 to further save power consumption.
  • the mode management system 5 is configured to disable the vehicle mode switching function when the high-voltage battery thermal runaway fault is eliminated.
  • the intelligent power distribution system 6 is configured to disable the load power-on request function when the high-voltage battery thermal runaway fault is eliminated.
  • the vehicle energy consumption control system of the above embodiments corresponds to the vehicle energy consumption control method of the above embodiments. Therefore, the parts of the vehicle energy consumption control system of the above embodiments that are not described in detail can be obtained by referring to the content of the vehicle energy consumption control method of the above embodiments, and will not be repeated here.
  • Another embodiment of this disclosure provides a vehicle including the vehicle power consumption control system described in the above embodiments.
  • This disclosure provides a vehicle power consumption control method and system, as well as a vehicle, which can effectively control vehicle power consumption when a thermal runaway fault occurs in the vehicle's high-voltage battery by cutting off vehicle power, switching the vehicle gear to parking, switching the vehicle mode to standby mode, and disabling the vehicle mode switching function. This ensures that the low-voltage battery has sufficient power to support the battery cooling system, thereby preventing the thermal runaway fault from worsening and ensuring the safety of the vehicle and passengers.

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

一种整车电耗控制方法及其系统、车辆，包括：当发生高压电池热失控故障时，切断高压电池供电；开启电池冷却功能；进行切断动力仲裁，若仲裁通过则切断车辆动力；当车速小于等于预设速度阈值时，将车辆档位切换至驻车档；当车辆动力已切断、车速小于等于预设速度阈值且车辆档位为驻车档时，将整车模式切换为待机模式，并屏蔽整车模式切换功能。

Description

一种整车电耗控制方法及其系统、车辆
交叉援引
本公开要求于2024年05月28日提交中国专利局、优先权号为202410675231.6、发明名称为“一种整车电耗控制方法及其系统、车辆”的中国专利申请的优先权，其全部内容通过引用结合在本公开中。
技术领域
本公开涉及车辆热失控处理技术领域，具体涉及一种整车电耗控制方法及其系统、车辆。
背景技术
在纯电车型中，动力电池包属于高压高密度储能部件，一旦发生热失控，会短时间导致电池包自燃爆炸，因此，在高压电池的电芯温度到达设定的热失控风险阈值时，电池冷却系统会开启，此时整车高压电池无法供电，需要由低压蓄电池支撑冷却系统工作以及车辆的基础电耗。在此过程中需要考虑整车低压蓄电池是否能够满足冷却系统电耗需求，因为，如果不能满足冷却系统电耗需求，则会导致冷却系统无法持续长时间工作，使得电芯温度不能下降到安全阈值，引发电池包自燃爆炸。
发明内容
本公开的目的在于提出一种整车电耗控制方法及其系统、计算机可读存储介质，以避免在车辆热失控后整车低压蓄电池无法满足电池冷却系统电耗需求。
为实现上述目的，本公开的实施例提供一种整车电耗控制方法，所述方法包括：
当发生高压电池热失控故障时，切断高压电池供电；
开启电池冷却功能；
进行切断动力仲裁，若仲裁通过则切断车辆动力；
当车速小于等于预设速度阈值时，将车辆档位切换至驻车档；
当车辆动力已切断、车速小于等于预设速度阈值且车辆档位为驻车档时，将整车模式切换为待机模式，并屏蔽整车模式切换功能。
本公开的实施例还提供一种整车电耗控制系统，其特征在于，包括：
高压电池管理系统，被设置为监测高压电池是否发生热失控故障，若是，则切断高压电池供电，并向电池冷却系统、动力控制系统和使用模式管理系统发出热失控报警信号；
电池冷却系统，被设置为响应所述热失控报警信号，开启电池冷却功能；
动力控制系统，被设置为响应所述热失控报警信号，进行切断动力仲裁，若仲裁通过，则切断车辆动力，并向档位控制系统发送换挡请求以请求将车辆档位切换至驻车档；
档位控制系统，被设置为响应所述换挡请求，当车速小于等于预设速度阈值时，将车辆档位切换至驻车档；
使用模式管理系统，被设置为响应所述热失控报警信号，当车辆动力已切断、车速小于等于预设速度阈值且车辆档位为驻车档时，将整车模式切换为待机模式，并屏蔽整车模式切换功能。
本公开的实施例还提供一种车辆，包括上述的整车电耗控制系统。
本公开实施例提供了一种整车电耗控制方法及其系统、车辆，可以在车辆的高压电池发生热失控故障时，通过切断车辆动力、车辆档位切换至驻车档、将整车模式切换为待机模式以及屏蔽整车模式切换功能等手段，有效地控制整车电耗，保障低压蓄电池有足够的电量来支持电池冷却系统工作，从而避免热失控故障的加剧，确保车辆和乘客的安全。
附图说明
为了更清楚地说明本公开实施例或现有技术中的技术方案，下面将对实施例中所需要的附图作简单地介绍，显而易见地，下面描述中的附图是本公开的一些实施例，对于本领域普通技术人员来讲，在不付出创造性劳动的前提下，还可以根据这些附图获得其他的附图。
图1为本公开一个实施例中一种整车电耗控制方法的流程图。
图2为本公开一个具体实施例中一种整车电耗控制方法的流程图。
图3为本公开一个实施例中一种整车电耗控制系统的结构示意图。
图4为本公开一个实施例中一种整车电耗控制系统的功能时序示意图。
具体实施方式
附图的详细说明意在作为本公开的当前一些实施例的说明，而非意在代表本公开能够得以实现的仅有形式。应理解的是，相同或等同的功能可以由意在包含于本公开范围之内的不同实施例完成。
本公开的一个实施例提供一种整车电耗控制方法，参阅图1，所述方法包括以下步骤：
步骤S10，当发生高压电池热失控故障时，切断高压电池供电。
具体而言，电芯是高压电池的基本构建块，它们通过串联或并联的方式组合成高压电池，以提供足够的电压和容量供电动汽车使用，每个电芯在充放电过程中都会产生热量，而且由于电池内部材料的化学反应、电阻损耗等因素，电芯的温度会随着使用而变化，在车辆运行过程中，对高压电池的电芯温度进行监测，当电芯温度到达设定的热失控风险阈值时，判定发生高压电池热失控故障。
步骤S20，开启电池冷却功能。
具体而言，电动车辆中会配置一个电池冷却系统，被设置为对高压电池进行温度管理。由于电池在充放电过程中会产生热量，特别是在高负载或快速充电时，因此需要电池冷却系统来控制高压电池的温度，以保持高压电池在最佳工作范围内，防止过热和热失控，同时延长高压电池的使用寿命。在本实施例中，当发生高压电池热失控故障时，会开启电池冷却系统的电池冷却功能，对高压电池进行降温。
步骤S30，进行切断动力仲裁，若仲裁通过则切断车辆动力。
具体而言，进行切断动力仲裁，若仲裁通过则切断车辆动力是指在电动汽车高压电池发生热失控故障时，车辆的一个安全保护措施；切断动力仲裁是一个决策过程，其目的是确定是否应该切断车辆的动力输出，以防止热失控故障的进一步恶化，决策过程会考虑多个因素，包括但不限于车速、车辆位置、车辆状态以及驾驶员指令等，具体地，如果车辆高速行驶，突然切断动力可能会导致失控或追尾事故；车辆位置指的是车辆是否在安全的地点，例如是否在高速公路上，是否有足够的空间安全停车；车辆状态指的是车辆是否稳定，是否有其他潜在的安全风险；驾驶员指令指的是是否收到了驾驶员的紧急停车指令；如果基于这些因素的评估结果表明切断动力是安全的，即不会导致更严重的风险或事故，那么仲裁通过，一旦仲裁通过，车辆的动力系统将被切断，这意味着电动机将停止接收来自高压电池的电力供应，车辆将失去动力，开始减速直至停止。
应当理解的是，步骤S30这个过程的目的是在确保乘客安全和减少热失控风险之间找到平衡，如果切断动力可能导致更危险的情况，例如在繁忙的道路上突然停车，系统可能会选择不立即切断动力，而是允许驾驶员将车辆开到更安全的位置后再切断动力。反之，如果判断切断动力是安全的，系统将执行切断操作，以防止热失控的进一步发展。
步骤S40，当车速小于等于预设速度阈值时，将车辆档位切换至驻车档。
具体而言，步骤S40是指在电动汽车高压电池发生热失控故障后，为了确保车辆能够安全停止而采取的一个操作，这里的预设速度阈值是车辆系统中设定的一个安全速度限制，用于判断何时可以安全地执行档位切换至驻车档(P档)，一般设置为5km/h。在切断动力之后，车辆会逐渐减速并最终停止，在某些情况下，如果车辆速度非常高，可能需要较长时间才能完全停止，此外，如果驾驶员采取紧急制动措施，车辆可能会更快地减速。当车速降低到或低于5km/h时，将车辆的档位从行驶档位(如D档或R档)切换到P档，P档会锁定车轮，防止车辆移动，确保车辆在安全位置停止。
应当理解的是，步骤S40判断动力系统状态、车速和档位是为了保证车辆绝对静止条件下才进行模式切换动作，保证功能安全。
步骤S50，当车辆动力已切断、车速小于等于预设速度阈值且车辆档位为驻车档时，将整车模式切换为待机模式，并屏蔽整车模式切换功能。
具体而言，车辆动力已切断表示车辆的动力系统处于非ready状态(停止工作)，以防止电池热失控的进一步恶化；车速小于等于预设速度阈值表示车辆已经基本停止；车辆档位为P档表示车轮被锁定，车辆不会意外移动；当车辆没有发生电池热失控时，整车模式为舒适模式，在同时满足车辆动力已切断、车速小于等于预设速度阈值且车辆档位为驻车档等这些条件时，将整车模式切换为待机模式，这是为了将车辆的能耗降低到最低，待机模式相对于舒适模式(comfort)来说，只维持必要的系统运行，如电池冷却系统和其他关键的安全功能，在待机模式下舒适模式的功能性能都被禁止，从而限制非必要的电力消耗，节约整车电耗。屏蔽整车模式切换功能是为了防止驾驶员或车辆系统在紧急情况下错误地切换车辆模式，从而导致电池能耗增加或分散了用于冷却系统的关键电力资源；
通过这些措施，车辆可以保持在最安全的状态，同时确保低压蓄电池有足够的电量来支持关键的安全功能，如电池冷却系统，从而避免热失控故障的加剧，确保车辆和乘客的安全。
在一些实施例中，所述方法还包括：
步骤S60，当整车模式切换为待机模式时，启动计时，并切断在待机模式下的非必要负载电源，并屏蔽负载上电请求功能；当计时时长等于预设时长时，切断在待机模式下的必要负载电源。
具体而言，步骤S60是在整车模式已经切换为待机模式之后，为了进一步管理电力消耗和确保电池安全而实施的一个额外步骤，当整车模式切换为待机模式时，会开始计时，同时会切断在待机模式下的非必要负载电源，所述非必要负载电源指的是不影响车辆基本功能的电气系统部件和设备的电源，例如车内照明、电动座椅调节、电动折叠后视镜、电动车窗和天窗等的电源，而待机电源和常电负载电源，例如电池冷却系统、提示系统(仪表、语音播放设备)等在待机模式下会维持，来确保电池冷却系统能够正常工作，为电池进行冷却，提示系统则被设置为报警提示车内乘员车辆已发生电池热失控，需尽快离开车辆。
同时，还会屏蔽这些非必要负载的上电请求功能，防止它们在切断电源后自动重新启动或由驾驶员误操作启动，从而保证电力资源用于最关键的功能上。
当计时时长达到预设时长后，会切断在待机模式下的待机电源和常电负载电源。需说明的是，预设时长的设计目的是为用户提供足够的时间来安全地离开车辆，确保在电池热失控的紧急情况下，乘客和驾驶员有足够的时间来意识到危险并采取行动，以保护他们的安全，这个计时器的设计是基于对热失控发展速度的估计，确保用户有足够的时间来离开车辆，避免潜在的火灾或爆炸风险，包括但不限于是5～10分钟，例如是6分钟，当计时结束，则切断待机电源及常电负载电源，进一步减少功耗。待机电源指的是车辆在发动机关闭后，仍然需要保持通电状态的电子系统或设备，常电负载电源是指那些在车辆启动与否都保持通电状态的电器负载。
因此，步骤S60的目的是在高压电池热失控故障发生时，通过智能配电系统采取一系列措施来确保车辆和乘客的安全，同时最大限度地减少电力消耗，延长低压蓄电池的支持时间。通过切断非必要负载电源和开启6分钟计时器，可以确保驾驶员和乘客有足够的时间来意识到警告并采取行动，以保护他们的安全。
在一些实施例中，所述步骤S60包括：
当计时时长等于预设时长时，获取车内人员状态信息，根据所述车内人员状态信息确定车内是否有乘员，若否，则切断待机电源和常电负载电源，若是，则暂缓切断待机电源和常电负载电源，待车内没有乘员时，再切断待机电源和常电负载电源。
具体而言，可以通过座椅传感器和车内摄像头获取车内人员状态信息，车辆装备了座椅传感器和摄像头，用于检测车内是否有乘员。座椅传感器可以检测座椅上是否有重量(即有人坐着)，而摄像头可以用于视觉识别，确认乘员是否在车内。通过分析传感器和摄像头提供的车内人员状态信息，可以判断车内是否有乘员。如果确定车内没有乘员，为了节省电池电量，系统将切断待机电源和常电负载电源，这样做可以避免不必要的电力消耗。如果系统检测到车内有乘员，它将暂缓切断待机电源和常电负载电，保持车辆的某些系统处于待机状态，以便对乘员进行报警提示，开启车门离开。当乘员离开车辆，系统再次检测到车内无人时，它将切断所有非必要的电源，以保护车辆电池。
在一些实施例中，所述方法还包括：
步骤S70，在计时过程中，进行热失控报警提示。
具体而言，步骤S70指的是在电动汽车高压电池发生热失控故障时，为了确保驾驶员和乘客能够及时意识到潜在的危险并采取适当的措施，车辆控制系统会持续进行热失控报警提示，包括但不限于仪表盘上的警告灯、声音提示、文字提示；所述仪表盘上的警告灯指的是仪表盘上的警告灯会亮起，提示驾驶员车辆可能存在热失控风险；所述声音提示指的是车辆会发出警报声音，以吸引驾驶员和乘客的注意；所述文字提示指的是如果车辆配备有信息显示屏，屏幕上会显示与热失控相关的警告信息。驾驶员和乘客在接收到这些报警提示后，应立即按照紧急操作指南离开并远离车辆一定距离。
在一些实施例中，所述方法还包括：
步骤S80，当高压电池热失控故障消除时，解除整车模式切换功能和负载上电请求功能的屏蔽。
具体而言，步骤S80描述的是在高压电池热失控故障被解决后，如何恢复车辆的正常工作状态，并允许救援人员对车辆进行进一步的诊断和操作，救援人员可以使用诊断工具的诊断指令，来解除整车模式切换功能屏蔽，允许驾驶员或救援人员根据需要切换车辆模式，同时，还解除负载上电请求功能屏蔽，负载上电请求功能也将被解除屏蔽，允许驾驶员或救援人员根据需要重新启动车辆的非必要负载，整车恢复正常工作状态。
如图2所示，为本公开方法的一个具体实施例的流程图，图2的实施例中计时时长为6min，其高压电池热失控故障下的整车电流变化情况如下表1所示：
表1
基于以上表1内容可知，整车电流在本实施例的整车电耗控制方法介入后，降低了48％，对应的电池冷却系统的工作时间可提升48％。
需说明的是，上述实施例方法的步骤可以由一个或多个控制器/执行器来执行，例如图3所示的整车电耗控制系统，包括高压电池管理系统1、电池冷却系统2、动力控制系统3、档位控制系统4、使用模式管理系统5、智能配电系统6以及提示系统7等控制器/执行器。
与上述实施例的方法对应，本公开的另一个实施例提供一种整车电耗控制系统，参阅图3～4，本实施例的系统包括：
高压电池管理系统1，被设置为监测高压电池的电芯温度，根据电芯温度进行热失控仲裁确定是否发生热失控故障，若是，则进行高压下电仲裁，仲裁通过则切断高压电池供电，并向电池冷却系统2、动力控制系统3、使用模式管理系统5发出热失控报警信号；
电池冷却系统2，被设置为响应所述热失控报警信号，开启电池冷却功能，为高压电池进行冷却降温；
动力控制系统3，被设置为响应所述热失控报警信号，进行切断动力仲裁，若仲裁通过，则切断车辆动力，并向档位控制系统4发送换挡请求以请求将车辆档位切换至驻车档(P档)；
档位控制系统4，被设置为响应所述换挡请求，进行档位回P仲裁，当车速小于等于预设速度阈值时，将车辆档位切换至驻车档(P档)；同时，发送一个档位状态信号(此时档位为P档)为使用模式管理系统5；其中，由车辆感知系统提供车速信号；
使用模式管理系统5，被设置为响应所述热失控报警信号，进行模式切换仲裁，当车辆动力已切断(即动力系统状态为非ready)、车速小于等于预设速度阈值(例如是5km/h)且车辆档位为驻车档(P档)时，将整车模式切换为待机模式，并屏蔽整车模式切换功能；同时，发送一个车辆模式信号(此时整车模式为待机模式)给智能配电系统6；
智能配电系统6，被设置为接收所述热失控报警信号和所述车辆模式信号，进行负载切断仲裁，响应所述热失控报警信号，当整车模式为待机模式时，启动计时，并切断在待机模式下的待机电源和常电负载电源，并屏蔽负载上电请求功能；当计时时长等于预设时长(例如6min)时，切断在待机模式下的非必要负载电源；
在一些实施例中，智能配电系统6，被设置为当计时时长等于预设时长时，获取车内人员状态信息，根据所述车内人员状态信息确定车内是否有乘员，若否，则切断待机电源和常电负载电源，若是，则暂缓切断待机电源和常电负载电源，待车内没有乘员时，再切断待机电源和常电负载电源。
在一些实施例中，本实施例的系统还包括提示系统7，高压电池管理系统1向提示系统7发出热失控报警信号；提示系统7响应所述热失控报警信号进行热失控报警提示，直至计时结束，停止热失控报警提示，智能配电系统6切断提示系统7的电源，以进一步节省电耗。
在一些实施例中，所述使用模式管理系统5，被设置为当高压电池热失控故障消除时，解除整车模式切换功能的屏蔽；
所述智能配电系统6，被设置为当高压电池热失控故障消除时，解除负载上电请求功能的屏蔽。
需说明的是，上述实施例的整车电耗控制系统与上述实施例的整车电耗控制方法对应，因此，上述实施例的整车电耗控制系统未详述部分可以参阅上述实施例的整车电耗控制方法的内容得到，此处不再赘述。
本公开的另一个实施例提供一种车辆，包括上述实施例所述的整车电耗控制系统。
以上已经描述了本公开的各实施例，上述说明是示例性的，并非穷尽性的，并且也不限于所披露的各实施例。在不偏离所说明的各实施例的范围和精神的情况下，对于本技术领域的普通技术人员来说许多修改和变更都是显而易见的。本文中所用术语的选择，旨在最好地解释各实施例的原理、实际应用或对市场中的技术改进，或者使本技术领域的其它普通技术人员能理解本文披露的各实施例。
工业实用性
本公开实施例提供了一种整车电耗控制方法及其系统、车辆，可以在车辆的高压电池发生热失控故障时，通过切断车辆动力、车辆档位切换至驻车档、将整车模式切换为待机模式以及屏蔽整车模式切换功能等手段，有效地控制整车电耗，保障低压蓄电池有足够的电量来支持电池冷却系统工作，从而避免热失控故障的加剧，确保车辆和乘客的安全。

Claims (9)

  1. 一种整车电耗控制方法，所述方法包括：
    当发生高压电池热失控故障时，切断高压电池供电；
    开启电池冷却功能；
    进行切断动力仲裁，若仲裁通过则切断车辆动力；
    当车速小于等于预设速度阈值时，将车辆档位切换至驻车档；
    当车辆动力已切断、车速小于等于预设速度阈值且车辆档位为驻车档时，将整车模式切换为待机模式，并屏蔽整车模式切换功能。
  2. 根据权利要求1所述的整车电耗控制方法，其中，所述方法还包括：
    当整车模式切换为待机模式时，启动计时，并切断在待机模式下的非必要负载电源，并屏蔽负载上电请求功能；
    当计时时长等于预设时长时，切断在待机模式下的待机电源和常电负载电源。
  3. 根据权利要求2所述的整车电耗控制方法，其中，所述当计时时长等于预设时长时，切断在待机模式下的待机电源和常电负载电源，包括：
    当计时时长等于预设时长时，获取车内人员状态信息，根据所述车内人员状态信息确定车内是否有乘员，若否，则切断待机电源和常电负载电源，若是，则暂缓切断待机电源和常电负载电源，待车内没有乘员时，再切断待机电源和常电负载电源。
  4. 根据权利要求2所述的整车电耗控制方法，其中，所述方法还包括：
    当高压电池热失控故障消除时，解除整车模式切换功能和负载上电请求功能的屏蔽。
  5. 一种整车电耗控制系统，包括：
    高压电池管理系统，被设置为监测高压电池是否发生热失控故障，若是，则切断高压电池供电，并向电池冷却系统、动力控制系统和使用模式管理系统发出热失控报警信号；
    电池冷却系统，被设置为响应所述热失控报警信号，开启电池冷却功能；
    动力控制系统，被设置为响应所述热失控报警信号，进行切断动力仲裁，若仲裁通过，则切断车辆动力，并向档位控制系统发送换挡请求以请求将车辆档位切换至驻车档；
    档位控制系统，被设置为响应所述换挡请求，当车速小于等于预设速度阈值时，将车辆档位切换至驻车档；
    使用模式管理系统，被设置为响应所述热失控报警信号，当车辆动力已切断、车速小于等于预设速度阈值且车辆档位为驻车档时，将整车模式切换为待机模式，并屏蔽整车模式切换功能。
  6. 根据权利要求5所述的整车电耗控制系统，其中，还包括：
    智能配电系统，被设置为响应所述热失控报警信号，当整车模式为待机模式时，启动计时，并切断在待机模式下的非必要负载电源，并屏蔽负载上电请求功能；当计时时长等于预设时长时，切断在待机模式下的待机电源和常电负载电源。
  7. 根据权利要求6所述的整车电耗控制系统，其中，智能配电系统，被设置为当计时时长等于预设时长时，获取车内人员状态信息，根据所述车内人员状态信息确定车内是否有乘员，若否，则切断待机电源和常电负载电源，若是，则暂缓切断待机电源和常电负载电源，待车内没有乘员时，再切断待机电源和常电负载电源。
  8. 根据权利要求6所述的整车电耗控制系统，其中，所述系统还包括：
    使用模式管理系统，被设置为当高压电池热失控故障消除时，解除整车模式切换功能的屏蔽；
    智能配电系统，被设置为当高压电池热失控故障消除时，解除负载上电请求功能的屏蔽。
  9. 一种车辆，包括权利要求5～8中任一项所述的整车电耗控制系统。
PCT/CN2025/091074 2024-05-28 2025-04-24 一种整车电耗控制方法及其系统、车辆 Pending WO2025246748A1 (zh)

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