CN112947043B - Vehicle redundancy control system, control method thereof and vehicle - Google Patents
Vehicle redundancy control system, control method thereof and vehicle Download PDFInfo
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- CN112947043B CN112947043B CN202110296376.1A CN202110296376A CN112947043B CN 112947043 B CN112947043 B CN 112947043B CN 202110296376 A CN202110296376 A CN 202110296376A CN 112947043 B CN112947043 B CN 112947043B
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- 238000006243 chemical reaction Methods 0.000 description 2
- 238000007796 conventional method Methods 0.000 description 2
- 238000011161 development Methods 0.000 description 2
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- HEZMWWAKWCSUCB-PHDIDXHHSA-N (3R,4R)-3,4-dihydroxycyclohexa-1,5-diene-1-carboxylic acid Chemical group O[C@@H]1C=CC(C(O)=O)=C[C@H]1O HEZMWWAKWCSUCB-PHDIDXHHSA-N 0.000 description 1
- RYGMFSIKBFXOCR-UHFFFAOYSA-N Copper Chemical compound [Cu] RYGMFSIKBFXOCR-UHFFFAOYSA-N 0.000 description 1
- 238000011217 control strategy Methods 0.000 description 1
- 229910052802 copper Inorganic materials 0.000 description 1
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- 238000005516 engineering process Methods 0.000 description 1
- GELKBWJHTRAYNV-UHFFFAOYSA-K lithium iron phosphate Chemical compound [Li+].[Fe+2].[O-]P([O-])([O-])=O GELKBWJHTRAYNV-UHFFFAOYSA-K 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
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- G—PHYSICS
- G05—CONTROLLING; REGULATING
- G05B—CONTROL OR REGULATING SYSTEMS IN GENERAL; FUNCTIONAL ELEMENTS OF SUCH SYSTEMS; MONITORING OR TESTING ARRANGEMENTS FOR SUCH SYSTEMS OR ELEMENTS
- G05B9/00—Safety arrangements
- G05B9/02—Safety arrangements electric
- G05B9/03—Safety arrangements electric with multiple-channel loop, i.e. redundant control systems
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Abstract
The application relates to a vehicle redundancy control system, a control method thereof and a vehicle.A low-voltage parallel manager is connected with a direct-current converter and a plurality of storage batteries simultaneously, when the low-voltage power supply is carried out on a whole vehicle controller and a motor control and battery management device, the whole vehicle controller can combine the running states of the direct-current converter and the storage batteries, select a proper low-voltage power supply mode to carry out low-voltage power supply control, and even if the storage batteries or the direct-current converter fails, the low-voltage power supply can still be ensured to be carried out on the motor control and battery management device and the whole vehicle controller, so that the running failure of the motor control and battery management device or the whole vehicle controller is avoided. Through the scheme, the low-voltage power supply part is subjected to redundant design, so that after single-point failure is met, the vehicle can still normally run, and the safety performance of the vehicle in a risk-free scene is improved.
Description
Technical Field
The application relates to the technical field of vehicles, in particular to a vehicle redundancy control system, a control method thereof and a vehicle.
Background
In recent years, intelligent electric automobile technology has shown a high-speed development trend, and the requirements on the electronic architecture, intelligent control and safety of electric automobiles are higher and higher. If in the working condition scene of auxiliary driving or unmanned driving, whether a braking system, a driving system, a steering system and even a power supply system are not easy to fail, or whether the vehicle can be supported to be automatically controlled to deviate from a dangerous scene even if the partial failure exists, etc. are important safety performance indexes.
However, in the development process of four-wheel drive of an electric automobile, people usually pay attention to improvement of drivability, stability, operability and other performances of a four-wheel drive system relative to a two-wheel drive system, so that the electric automobile directly stops running when single-point faults occur, and the requirement of continuous driving under the faults cannot be met.
Disclosure of Invention
Based on this, it is necessary to provide a vehicle redundancy control system, a control method thereof and a vehicle for solving the problem that the conventional four-wheel drive system of an electric vehicle cannot meet the requirement of continuous driving under a fault.
A vehicle redundancy control system comprising: a motor control and battery management device; the low-voltage parallel manager is connected with the motor control and battery management device; the storage batteries are respectively connected with the low-voltage parallel manager; the direct current converter is connected with the low-voltage parallel manager; and the whole vehicle controller is connected with the low-voltage parallel manager and the motor control and battery management device.
In one embodiment, the vehicle redundancy control system further includes a cooling control valve and a cooling control pump, wherein the cooling control valve and the cooling control pump are respectively connected with the vehicle controller, and the cooling control valve and the cooling control pump are both connected with the low-voltage parallel manager.
In one embodiment, the motor control and battery management device includes a first motor controller, a first battery manager, a second motor controller, a second battery manager, a high-voltage parallel manager, a first motor, a second motor, a first power battery and a second power battery, wherein the first motor controller is connected with the first motor, the first motor controller is connected with the whole vehicle controller, the first motor controller is connected with the first battery manager, the first battery manager is connected with the high-voltage parallel manager, the first battery manager is connected with the first power battery, the second motor controller is connected with the second motor, the second motor controller is connected with the whole vehicle controller, the second motor controller is connected with the second battery manager, the second battery manager is connected with the high-voltage parallel manager, the first motor controller, the first battery manager and the high-voltage parallel manager are all connected with the low-voltage parallel manager, and the second motor controller is connected with the second power battery manager.
In one embodiment, the motor control and battery management device includes a first motor controller, a first battery manager, a second motor controller, a second battery manager, a high-voltage parallel manager, a first motor, a second motor, a first power battery and a second power battery, the first motor controller is connected with the first motor, the first motor controller is connected with the second motor controller, the first motor controller is connected with the first motor, the second motor controller is connected with the second motor, the high-voltage parallel manager is connected with the whole motor controller and the first battery manager, the high-voltage parallel manager is connected with the whole motor controller and the second battery manager, the first battery manager is connected with the first power battery, the second battery manager is connected with the second power battery, and the first motor controller, the first battery manager, the second motor controller, the second battery manager and the high-voltage parallel manager are all connected with the low-voltage parallel manager.
A control method of the vehicle redundancy control system as described above, comprising: acquiring the working state information of the storage battery and the working state information of the direct current converter and carrying out fault analysis; when the analysis shows that the power supply faults of the direct current converter and the storage battery do not occur, controlling the direct current converter to supply power, and simultaneously controlling the direct current converter to charge the storage battery; and when the analysis shows that the direct current converter has power supply faults and all the storage batteries are not in a feeding state, controlling all the storage batteries to be connected in parallel for power supply.
In one embodiment, after the step of obtaining the battery operating state information and the dc converter operating state information and performing fault analysis, the method further includes: and when the analysis shows that any storage battery has power supply faults, cutting off the connection between the storage battery and the low-voltage parallel manager.
In one embodiment, the control method further comprises: detecting whether a first power battery and a second power battery in the motor control and battery management device have self faults or communication faults; when the first power battery fails to work or fails to work, the second power battery is controlled to be connected into the high-voltage power supply; and when the second power battery fails to work or fails to work, controlling the first power battery to be connected into the high-voltage power supply.
In one embodiment, the control method further comprises: detecting whether a first motor and a second motor in the motor control and battery management device have self faults or communication faults; when the first motor fails to work or fails to work, the second motor is controlled to be connected to perform two-wheel driving; and when the second motor fails to work or fails to work, controlling the first motor to be connected to drive two wheels.
In one embodiment, the control method further comprises: detecting whether a communication fault exists in a communication link between the whole vehicle controller and the motor control and battery management device; and correspondingly adjusting the working state of the motor control and battery management device according to the detection result.
A vehicle comprises the vehicle redundancy control system, and the whole vehicle controller is used for performing driving control according to the control method.
According to the vehicle redundancy control system, the control method and the vehicle, the direct-current converter and the storage batteries are connected to the low-voltage parallel manager at the same time, when the low-voltage power supply is carried out on the whole vehicle controller and the motor control and battery management device, the whole vehicle controller can combine the running states of the direct-current converter and the storage batteries, and select a proper low-voltage power supply mode to carry out low-voltage power supply control, and even if the storage batteries or the direct-current converter fails, the motor control and battery management device and the whole vehicle controller can still be guaranteed to carry out low-voltage power supply, so that the motor control and battery management device or the whole vehicle controller can be prevented from running failure. Through the scheme, the low-voltage power supply part is subjected to redundant design, so that after single-point failure is met, the vehicle can still normally run, and the safety performance of the vehicle in a risk-free scene is improved.
Drawings
In order to more clearly illustrate the technical solutions of the embodiments or the conventional techniques of the present application, the drawings required for the descriptions of the embodiments or the conventional techniques will be briefly described below, and it is apparent that the drawings in the following description are only some embodiments of the present application, and other drawings may be obtained according to the drawings without inventive effort for those skilled in the art.
FIG. 1 is a schematic diagram of a redundant control system for a vehicle according to an embodiment;
FIG. 2 is a block diagram of a redundant control system for a vehicle in one embodiment;
FIG. 3 is a schematic diagram of a redundant control system for a vehicle according to another embodiment;
FIG. 4 is a schematic diagram of a redundant control system for a vehicle according to yet another embodiment;
FIG. 5 is a flow chart illustrating a control method of a redundant control system of a vehicle according to an embodiment;
FIG. 6 is a flow chart of a control method of a redundant control system of a vehicle according to another embodiment;
FIG. 7 is a schematic diagram of a high voltage redundancy control flow in one embodiment;
FIG. 8 is a schematic diagram of a motor redundancy control flow in one embodiment;
FIG. 9 is a schematic diagram of a communication redundancy control flow in one embodiment.
Detailed Description
In order that the application may be readily understood, a more complete description of the application will be rendered by reference to the appended drawings. Preferred embodiments of the present application are shown in the drawings. This application may, however, be embodied in many different forms and should not be construed as limited to the embodiments set forth herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete.
Referring to fig. 1, a vehicle redundancy control system includes: a motor control and battery management device 200; a low voltage parallel manager 130 connected to the motor control and battery management device 200; a plurality of storage batteries 120 connected to the low-voltage parallel manager 130, respectively; a direct current converter 110 (DCDC) connected to the low voltage shunt manager 130; the vehicle controller 300 connects the low-voltage parallel manager 130 and the motor control and battery management device 200.
Specifically, the dc converter 110 converts one dc power source into another dc power source having different output characteristics, and the motor control and battery management device 200 is a device for performing motor driving operation and power battery driving operation. In the solution of this embodiment, the plurality of storage batteries 120 are respectively connected to the low-voltage parallel manager 130, and the charging operation of each storage battery 120 can be respectively implemented through the low-voltage parallel manager 130, and the mutual charging between each storage battery 120 can be avoided, and at the same time, the parallel connection between the storage batteries 120 can be implemented through the low-voltage parallel manager 130, so that the low-voltage power supply operation is implemented by using the plurality of storage batteries 120. The low-voltage parallel manager 130 is directly connected with the vehicle controller 300 and the motor control and battery management device 200, and the electric energy in the storage battery 120 or the electric energy converted by the direct current converter 110 is correspondingly transmitted to the vehicle controller 300 and the motor control and battery management device 200 for low-voltage power supply through the selective control of the low-voltage parallel manager 130.
The whole vehicle controller 300 is used for acquiring the working state information of the storage battery and the working state information of the direct current converter; when any one storage battery 120 has power supply failure, the connection between the storage battery 120 and the low-voltage parallel manager 130 is cut off; when the dc converter 110 fails and each battery 120 is not in the feeding state, each battery 120 is controlled to supply power in parallel.
The battery operating state information includes information on whether the battery 120 has failed and information on the operating state of the charging circuit formed by the battery 120 and the low-voltage parallel manager 130, and each of the battery 120 and the low-voltage parallel manager 130 may form a separate charging circuit. Similarly, the dc converter operation state information includes information about whether the dc converter 110 is out of order and the operation state information of the charging circuit formed by the dc converter 110 and the low-voltage shunt manager 130.
It can be understood that the acquiring manner of the running state of the battery 120 is not the only one, and in one embodiment, the detecting may be performed by providing an EBS (Electronic Brake Systems, electronic brake system) sensor at the battery 120, and the detected result may be sent to the vehicle controller 300 in real time for analysis, so as to obtain the information about whether the battery 120 has a fault. The running state information of each charging circuit can judge whether the charging circuit has faults or not through the voltage detection of the charging circuit.
After the vehicle controller 300 obtains the battery operating state information and the dc converter operating state information, further analysis operation will be performed, if the analysis result is that one of the batteries 120 fails, at this time, the vehicle controller 300 will cut off the system from the failed battery 120, and low-voltage power supply is performed by using the electric energy obtained by converting the battery 120 or the dc converter that does not fail. It will be appreciated that when there are a plurality of failed batteries 120, the redundant control system of the vehicle may be cut off for each of the batteries 120 that will fail.
It should be noted that in a more detailed embodiment, the output of the dc converter 110 may be used preferentially for low voltage power operation, and if the dc converter 110 fails, the battery 120 may be used to perform power operation. For example, when the vehicle controller 300 detects that the dc converter 110 fails and each battery 120 is not in the feeding state, the plurality of batteries 120 are connected in parallel by controlling the lines in the low-voltage parallel manager 130, and the low-voltage power supply operation is implemented by using the connected batteries 120.
In other embodiments, when the dc converter 110 fails, only one of the storage batteries 120 is connected to perform the low-voltage power supply operation, and different choices may be made according to the requirements of the user. For example, when a fault is detected in the dc converter 110, but when all the storage batteries 120 are in the feeding state, one of the storage batteries 120 that is not in the feeding state is directly controlled to be connected to the low-voltage parallel manager 130, so as to realize the low-voltage power supply operation.
It should be noted that in one embodiment, the dc converter 110 is a dc converter 110 that converts a higher dc power source to a lower dc power source type. Correspondingly, the connection mode of the low-voltage shunt manager 130 to the dc converter 110 and the low-voltage end of the dc converter 110 is not the only way to connect the high-voltage end of the dc converter 110. In a more detailed embodiment, referring to fig. 1, 2 and 3, the dc converter 110 may be connected to the motor control and battery management device 200, and dc-dc conversion may be implemented by a higher dc in the motor control and battery management device 200 to provide low voltage power to the motor control and battery management device 200 and the vehicle controller 300.
It will be appreciated that the number of batteries 120 is not unique and may be selected specifically in connection with user demand. For example, in a more detailed embodiment, two batteries 120 may be simultaneously provided in connection with the low voltage shunt manager 130, respectively, for low voltage power operation.
Referring to fig. 3 or 4, in one embodiment, the vehicle redundancy control system further includes a cooling control valve 400 and a cooling control pump 500, where the cooling control valve 400 and the cooling control pump 500 are respectively connected to the vehicle controller 300, and the cooling control valve 400 and the cooling control pump 500 are both connected to the low-pressure parallel manager 130.
Specifically, the cooling control valve 400 is all control valves related to cooling in the redundant control system of the vehicle, and the cooling control valve 400 is connected to the low-voltage parallel manager 130, and can supply voltage through the low-voltage parallel manager 130 corresponding to the electric energy stored in the input storage battery 120 or the electric energy converted by the dc converter 110, so as to realize corresponding functions. In the redundant control system of the vehicle, the number of the cooling control valves 400 is not limited to be a single number, and a plurality of the cooling control valves 400 may be connected to the whole vehicle controller 300 through different copper wires. Similarly, the cooling control pump 500 is all pumps related to cooling in the vehicle redundancy control system, and the cooling control pump 500 is also connected to the low-voltage parallel manager 130, and can supply voltage through the low-voltage parallel manager 130 corresponding to the electric energy stored in the input storage battery 120 or the electric energy converted by the dc converter 110, thereby realizing the corresponding functions.
Through the scheme of the embodiment, each cooling control valve 400 and each cooling control pump 500 are connected to the vehicle controller 300 through separate communication lines, when a single cooling control valve 400 or cooling control pump 500 fails, the operation of other cooling control valves 400 or cooling control pumps 500 is not affected, the influence of single-point failure on the continuous operation of the vehicle can be avoided, and the operation reliability of the vehicle is effectively improved.
It should be noted that the specific structure of the motor control and battery management device 200 is not exclusive, and in one embodiment, the motor control and battery management device 200 includes two parts, a motor redundancy component that implements motor redundancy control and a high-voltage power supply component that implements high-voltage power supply. The motor redundancy assembly comprises two motor controllers and two motors, each motor controller is connected with the whole vehicle controller 300, each motor is connected with one motor controller respectively, and the high-voltage power supply assembly is connected to the whole vehicle controller 300 and the low-voltage parallel manager 130. According to the scheme, motors are arranged, each motor drives a group of wheels (for example, front wheels and rear wheels are driven respectively), and four-wheel drive is performed simultaneously through the two motors under the condition that no self fault or communication fault (between the motors and a motor controller) occurs to the two motors; when one of the motors fails to work or communication fails, the two-wheel drive is realized through the other motor which does not fail.
Further, in one embodiment, the high-voltage power supply assembly may be designed in a redundancy manner, where the high-voltage power supply assembly includes a high-voltage parallel manager, two battery managers and two power batteries, the two battery managers are respectively connected to the high-voltage parallel manager, and each battery manager is correspondingly connected to a power battery. At this time, the high-voltage power supply assembly and the vehicle controller 300 are connected in two ways, one is that two battery managers of the high-voltage power supply assembly are respectively connected with the vehicle controller 300 (see fig. 4 in a specific combination manner), and the other is that two battery managers of the high-voltage power supply assembly are respectively connected to the vehicle controller 300 indirectly through a motor controller (see fig. 3 in a specific combination manner). By the redundancy design of the high-voltage power supply assembly part, when one power battery fails to work or communication fails (between the power battery and the corresponding battery management), the other power battery which does not fail is used for providing power for continuous driving operation.
To facilitate an understanding of the various embodiments of the present application, a redundant design of both the high voltage power supply and the motor drive is explained below. Referring to fig. 3, in one embodiment, the motor control and battery management device 200 includes a first motor controller 210, a first battery manager 230, a second motor controller 220, a second battery manager 240, a high-voltage parallel manager 250, a first motor (not shown), a second motor (not shown), a first power battery (not shown) and a second power battery (not shown), wherein the first motor controller 210 is connected with the first motor, the first motor controller 210 is connected with the vehicle controller 300, the first motor controller 210 is connected with the first battery manager 230, the first battery manager 230 is connected with the high-voltage parallel manager 250, the first battery manager 230 is connected with the first power battery, the second motor controller 220 is connected with the second motor, the second motor controller 220 is connected with the vehicle controller 300, the second motor controller 220 is connected with the second battery manager 240, the second battery manager 240 is connected with the high-voltage parallel manager 250, the first battery manager 210, the first battery manager 230 and the high-voltage parallel manager 250 are all connected with the low-voltage parallel manager 130, and the second power manager 240 is connected with the second power manager 240.
Specifically, the power battery is a power source for providing power source in the electric automobile, and a valve port sealed lead-acid storage battery, an open tubular lead-acid storage battery and a lithium iron phosphate storage battery are mostly adopted. In one embodiment, the first power battery and the second power battery are differentiated power batteries, that is, there is a difference in the capacity or battery characteristics of the power batteries.
In the scheme of the embodiment, not only the low-voltage power supply part is subjected to redundancy design, but also the motor redundancy, the high-voltage power supply redundancy and the communication redundancy are realized through the specific motor control and battery management device 200 structure, so that after single-point failure is further ensured, the vehicle can still normally run, and the safety performance of the vehicle in a risk-free scene is improved.
By arranging the first motor controller 210 and the first battery manager 230 in the same communication link, the first battery manager 230 is connected to the vehicle controller 300 after being connected in series with the first motor controller 210, and the first motor controller and the first battery manager 230 interact with the vehicle controller 300 through the same communication link. The first motor controller 210 is connected to the first motor for driving the first motor, the first motor is used for driving the first set of wheels, and the first battery manager 230 is connected to the first power battery for driving the first power battery. Similarly, the second battery manager 240 is disposed on the same communication link as the second motor controller 220 and communicates with the vehicle controller 300. The second motor controller 220 is connected to a second motor, which is used for driving and controlling a second wheel, the second battery manager 240 is connected to a second power battery, and finally the first battery manager 230 is connected to the second battery manager 240 by a high voltage parallel manager 250. Specifically, the first and second sets of wheels may be front and rear wheels, respectively, of the vehicle.
Based on the vehicle redundancy control system of the above embodiment, during the running process of the vehicle, the whole vehicle controller 300 may perform power battery running detection to implement high-voltage redundancy control. The motor control and the detection of whether the first power battery and the second power battery in the battery management device 200 have self faults or communication faults are performed in real time, that is, whether the first power battery and the second power battery are damaged is detected, whether the communication between the first power battery and the first battery manager 230 is normal, and whether the communication between the second power battery and the second battery manager 240 is normal is detected.
Under the condition that the detection contents are normal, the whole vehicle controller 300 does not need to perform line switching, and only needs to control the high-voltage parallel manager 250, and one of the power batteries is used as a power source to provide power to drive the front wheels and the rear wheels of the vehicle at the same time, so that four-wheel drive can be realized. It will be appreciated that the specific use of which power cell is the power source is not the only way to use in such a test, and in one embodiment, priority may be established between the first power cell and the second power cell, and in such a test, the power cell with the higher priority is used as the power source. In another embodiment, the detection of the electric quantity of the first power battery and the second power battery can be performed in real time, and in this case, the power battery with higher electric quantity is preferably used as the power supply. Further, in one embodiment, the vehicle controller 300 may also use a corresponding power battery as a power source in combination with the actual driving mode, for example, the sport mode prefers a power battery with relatively high output power as a power source, and a time lag exists in response to switching between the two power batteries to avoid frequent switching.
And when the fault is detected, the fault type can be specifically divided into two different fault types, wherein one fault type is that the first power battery has self fault or communication fault, and the other fault type is that the second power battery has self fault or communication fault. When the first power battery has a self fault or a communication fault, the first power battery cannot be used as a power source to output power, and at the moment, the vehicle controller 300 sends a corresponding signal to cut off the connection between the first power battery and the first battery management system, and the connection between the first power battery and the second power battery is directly switched through the high-voltage parallel manager 250, so that the second power battery is used as the power source to realize four-wheel drive operation of the vehicle.
Similarly, when the failure is the second power battery, the vehicle controller 300 will send a corresponding signal to cut off the connection between the second power battery and the second battery management system, and directly switch to the connection between the first power battery through the high-voltage parallel manager 250, and use the first power battery as a power source to realize the four-wheel drive operation of the vehicle.
It should be noted that, in one embodiment, after the power battery is required to be switched, the vehicle controller 300 needs to detect that the power battery pack may be constrained, and if the driving power of the current power battery pack exceeds the constraint limit value, the driving torque corresponding to the power battery needs to be reduced to the driving power of the replacement power battery according to the slope before the battery is switched, so as to ensure smooth power in the switching process; in addition, the high-voltage parallel management module should design the loop voltage to show smooth increase or decrease during switching. After the high-voltage switching is completed, energy management and distribution are carried out on the basis of the switched power battery to carry out charge and discharge power limiting control so as to ensure the reliable operation of a vehicle control system.
Further, during the running process of the vehicle, the whole vehicle controller 300 also detects the operation of the motor, so as to realize motor redundancy control. At this time, whether the first motor and the second motor fail or communication failure occurs, that is, whether the first motor fails to operate by itself, whether the communication between the first motor and the first motor controller 210 is normal, whether the second motor fails to operate by itself, and whether the communication between the second motor and the second motor controller 220 is normal will be detected in real time.
When the faults do not occur, the first motor drives the front wheels of the vehicle, and the second motor drives the rear wheels of the vehicle, so that the four-wheel drive control of the vehicle is realized. When the first motor fails, specifically including self failure and communication failure, the front wheel driving operation cannot be performed normally by using the first motor, and the vehicle controller 300 switches the torque to be based on another normal motor (i.e. the second motor), so as to implement the two-wheel driving operation, thereby ensuring that the vehicle can still run normally when the first motor cannot be driven normally. Similarly, after the second motor fails to perform self-operation or communication failure, the whole vehicle controller 300 switches the torque to be based on another normal motor (i.e., the first motor), so as to implement two-wheel driving operation, and ensure that the vehicle can still run normally when the second motor cannot be driven normally.
It should be noted that the specific types of the first motor and the second motor are not unique, and may be both permanent magnet motors or both induction motors, or both permanent magnet motors and induction motors, respectively. For different types of motors, when a fault occurs to switch, corresponding switching operations are also different. In the switching process, if the motor is a permanent magnet motor, the motor controller is required to negotiate, the whole vehicle control module requests the motor controller corresponding to the motor with faults to also disconnect the clutch, or the motor controller automatically keeps to disconnect the clutch according to the serious fault condition of the motor controller. In the case of an induction motor, the vehicle controller 300 only needs to request to turn off excitation or automatically turn off excitation. In other embodiments, the motor circuit short-circuit risk can be combined, a high-voltage power supply switching mode is synchronously adopted, and the motor corresponding to the fault position is switched off through power battery switching.
Further, in one embodiment, during the running of the vehicle, the whole vehicle controller 300 also detects a communication failure of a communication link between the whole vehicle controller and the motor control and battery management device 200, and correspondingly adjusts the working state of the motor control and battery management device 200 according to the detection result, that is, adjusts the connection condition of the motor and the power battery in the working state of the motor control and battery management device 200.
It is understood that the communication link between the vehicle controller 300 and the motor control and battery management device 200 is not unique, and the communication link may be different for different motor control and battery management device 200 structures. In the system structure shown in fig. 3, a communication link is formed between the whole vehicle controller 300 and the first motor controller 210 and between the whole vehicle controller and the first pool manager, a second communication link is formed between the whole vehicle controller 300 and the second motor controller 220 and between the whole vehicle controller and the second battery manager 240, when any communication link has communication faults (specifically, may include BusOff and other conditions), the corresponding driving operation cannot be completed, synchronous switching of high voltage and motor is required, the switching should be prioritized according to motor switching, and high voltage power supply switching is ensured to be executed after transition is completed. At this time, on the basis of the above high-voltage power supply switching and motor switching logic, the switching is performed to respond to the driving related component command (battery/motor) of the active loop, that is, the corresponding second motor controller 220 and second battery manager 240 in the other communication link, and the driving operation is implemented in combination with the second power battery and the second motor.
In the system configuration shown in fig. 4, the first motor controller 210, the second motor controller 220, the first battery manager 230 and the second battery manager 240 are all separately connected to the whole vehicle controller 300, and four corresponding communication links are required, that is, the whole vehicle controller 300-first motor controller 210, the whole vehicle controller 300-second motor controller 220, the whole vehicle controller 300-first battery manager 230 and the whole vehicle controller 300-second battery manager 240, in this case, only one of the high voltage switching and the motor switching is required when a certain communication link fails.
Referring to fig. 4 in combination, in one embodiment, the motor control and battery management device 200 includes a first motor controller 210, a first battery manager 230, a second motor controller 220, a second battery manager 240, a high voltage parallel manager 250, a first motor (not shown), a second motor (not shown), a first power battery (not shown) and a second power battery (not shown), the first motor controller 210 is connected to the first motor, the first motor controller 210 and the second motor controller 220 are respectively connected to the vehicle controller 300, the first motor controller 210 is connected to the first motor, the second motor controller 220 is connected to the second motor, the high voltage parallel manager 250 is connected to the vehicle controller 300 and the first battery manager 230, the high voltage parallel manager 250 is connected to the vehicle controller 300 and the second battery manager 240, the first battery manager 230 is connected to the first power battery, the second battery manager 240 is connected to the second power battery, and the first motor controller 210, the first battery manager 230, the second motor controller 220, the second battery manager 220 and the high voltage parallel manager 250 are all connected to the low voltage parallel manager 130.
Specifically, the vehicle redundancy control system of the present embodiment is the same as the vehicle redundancy control system in the embodiment shown in fig. 3, and can implement similar high-voltage power supply switching, low-voltage power supply switching, and motor switching control strategies under the control of the controller, where the difference between the two strategies is only that when the communication switching operation is performed, the scheme of the present embodiment can implement single high-voltage switching or motor switching, so as to continue four-wheel drive running, or implement two-wheel drive running with all capacity batteries (when the communication link corresponding to the single motor fails, direct cutting is performed, and no adjustment is required for the high-voltage power supply portion). While the corresponding system of fig. 3 needs to synchronously switch the high voltage and the motor when the communication is switched.
Through the scheme of the embodiment, a dual high-voltage power battery and high-voltage parallel manager 250, a plurality of low-voltage storage batteries 120 and a low-voltage parallel manager 130 are also introduced, meanwhile, independent design is carried out on communication, low-voltage power supply dual-loop design is carried out on a driving control component and a cooling system adjusting component, and then corresponding strategies of high-voltage power supply, low-voltage power supply, communication and motor control switching are designed based on the vehicle fault condition under the architecture design, so that driving is optimized and the requirement of continuous driving under the fault condition is met.
In the vehicle redundancy control system, the dc converter 110 and the plurality of storage batteries 120 are simultaneously connected to the low-voltage parallel manager 130, when the whole vehicle controller 300 and the motor control and battery management device 200 perform low-voltage power supply, the whole vehicle controller 300 can combine the operation states of the dc converter 110 and the plurality of storage batteries 120, select a suitable low-voltage power supply mode to perform low-voltage power supply control, and even if the storage batteries 120 fail or the dc converter 110 fails, the low-voltage power supply can still be ensured to be performed for the motor control and battery management device 200 and the whole vehicle controller 300, so that the operation failure of the motor control and battery management device 200 or the whole vehicle controller 300 is avoided. Through the scheme, the low-voltage power supply part is subjected to redundant design, so that after single-point failure is met, the vehicle can still normally run, and the safety performance of the vehicle in a risk-free scene is improved.
Referring to fig. 5, a control method of the above vehicle redundancy control system includes steps S100, S200, and S300.
Step S100, acquiring the working state information of the storage battery and the working state information of the direct current converter and carrying out fault analysis; step S200, when the analysis results in that the power supply faults of the direct current converter and the storage battery do not occur, controlling the direct current converter to supply power, and simultaneously controlling the direct current converter to charge the storage battery; and step S300, when the analysis results in that the direct current converter has power supply faults and all the storage batteries are not in a feeding state, controlling all the storage batteries to be connected in parallel for power supply.
Further, in one embodiment, step S100 is followed by step S400. And step S400, when the analysis shows that any storage battery has power supply faults, the connection between the storage battery and the low-voltage parallel manager is cut off.
Specifically, as shown in the above embodiments and the drawings, the dc converter 110 converts one dc power source into another dc power source having different output characteristics, and the motor control and battery management device 200 is a device for performing motor driving operation and power battery driving operation. In the solution of this embodiment, the plurality of storage batteries 120 are respectively connected to the low-voltage parallel manager 130, and the charging operation of each storage battery 120 can be respectively implemented through the low-voltage parallel manager 130, and the mutual charging between each storage battery 120 can be avoided, and at the same time, the parallel connection between the storage batteries 120 can be implemented through the low-voltage parallel manager 130, so that the low-voltage power supply operation is implemented by using the plurality of storage batteries 120. The low-voltage parallel manager 130 is directly connected with the vehicle controller 300 and the motor control and battery management device 200, and the electric energy in the storage battery 120 or the electric energy converted by the direct current converter 110 is correspondingly transmitted to the vehicle controller 300 and the motor control and battery management device 200 for low-voltage power supply through the selective control of the low-voltage parallel manager 130.
The whole vehicle controller 300 is used for acquiring the working state information of the storage battery and the working state information of the direct current converter; when any one storage battery 120 has power supply failure, the connection between the storage battery 120 and the low-voltage parallel manager 130 is cut off; when the dc converter 110 fails and each battery 120 is not in the feeding state, each battery 120 is controlled to supply power in parallel.
The battery operating state information includes information on whether the battery 120 has failed and information on the operating state of the charging circuit formed by the battery 120 and the low-voltage parallel manager 130, and each of the battery 120 and the low-voltage parallel manager 130 may form a separate charging circuit. Similarly, the dc converter operation state information includes information about whether the dc converter 110 is out of order and the operation state information of the charging circuit formed by the dc converter 110 and the low-voltage shunt manager 130.
After the vehicle controller 300 obtains the battery operating state information and the dc converter operating state information, further analysis operation will be performed, if the analysis result is that one of the batteries 120 fails, at this time, the vehicle controller 300 will cut off the system from the failed battery 120, and low-voltage power supply is performed by using the electric energy obtained by converting the battery 120 or the dc converter that does not fail. It will be appreciated that when there are a plurality of failed batteries 120, the redundant control system of the vehicle may be cut off for each of the batteries 120 that will fail.
It should be noted that in a more detailed embodiment, the output of the dc converter 110 may be used preferentially for low voltage power operation, and if the dc converter 110 fails, the battery 120 may be used to perform power operation. For example, when the vehicle controller 300 detects that the dc converter 110 fails and each battery 120 is not in the feeding state, the plurality of batteries 120 are connected in parallel by controlling the lines in the low-voltage parallel manager 130, and the low-voltage power supply operation is implemented by using the connected batteries 120.
In other embodiments, when the dc converter 110 fails, only one of the storage batteries 120 is connected to perform the low-voltage power supply operation, and different choices may be made according to the requirements of the user. For example, when a fault is detected in the dc converter 110, but when all the storage batteries 120 are in the feeding state, one of the storage batteries 120 that is not in the feeding state is directly controlled to be connected to the low-voltage parallel manager 130, so as to realize the low-voltage power supply operation.
It should be noted that in one embodiment, the dc converter 110 is a dc converter 110 that converts a higher dc power source to a lower dc power source type. Correspondingly, the connection mode of the low-voltage shunt manager 130 to the dc converter 110 and the low-voltage end of the dc converter 110 is not the only way to connect the high-voltage end of the dc converter 110. In a more detailed embodiment, referring to fig. 1, 2 and 3, the dc converter 110 may be connected to the motor control and battery management device 200, and dc-dc conversion may be implemented by a higher dc in the motor control and battery management device 200 to provide low voltage power to the motor control and battery management device 200 and the vehicle controller 300.
If it is detected that both the dc converter 110 and the battery 120 are normal, the low-voltage parallel manager 130 will adjust the voltage through the internal switching circuit, and preferably uses the dc power output by the dc converter 110 to perform low-voltage power supply. Meanwhile, the direct current power supply output by the direct current converter 110 is considered to supplement power for the storage battery 120 with lower electric quantity, and the situation that two or more storage batteries 120 are mutually charged in parallel should not occur under normal conditions.
Referring to fig. 7, in one embodiment, the control method further includes step S500, step S600, and step S700.
Step S500, detecting whether a first power battery and a second power battery in a motor control and battery management device have self-failure or communication failure; step S600, when the first power battery fails to work or fails to work, the second power battery is controlled to be connected into the high-voltage power supply; and step S700, when the second power battery fails to work or fails to work, the first power battery is controlled to be connected into the high-voltage power supply.
Specifically, during the running process of the vehicle, the whole vehicle controller 300 can perform power battery running detection, so as to realize high-voltage redundancy control. The motor control and the detection of whether the first power battery and the second power battery in the battery management device 200 have self faults or communication faults are performed in real time, that is, whether the first power battery and the second power battery are damaged is detected, whether the communication between the first power battery and the first battery manager 230 is normal, and whether the communication between the second power battery and the second battery manager 240 is normal is detected.
Under the condition that the detection contents are normal, the whole vehicle controller 300 does not need to perform line switching, and only needs to control the high-voltage parallel manager 250, and one of the power batteries is used as a power source to provide power to drive the front wheels and the rear wheels of the vehicle at the same time, so that four-wheel drive can be realized. It will be appreciated that the specific use of which power cell is the power source is not the only way to use in such a test, and in one embodiment, priority may be established between the first power cell and the second power cell, and in such a test, the power cell with the higher priority is used as the power source. In another embodiment, the detection of the electric quantity of the first power battery and the second power battery can be performed in real time, and in this case, the power battery with higher electric quantity is preferably used as the power supply. Further, in one embodiment, the vehicle controller 300 may also use a corresponding power battery as a power source in combination with the actual driving mode, for example, the sport mode prefers a power battery with relatively high output power as a power source, and a time lag exists in response to switching between the two power batteries to avoid frequent switching.
And when the fault is detected, the fault type can be specifically divided into two different fault types, wherein one fault type is that the first power battery has self fault or communication fault, and the other fault type is that the second power battery has self fault or communication fault. When the first power battery has a self fault or a communication fault, the first power battery cannot be used as a power source to output power, and at the moment, the vehicle controller 300 sends a corresponding signal to cut off the connection between the first power battery and the first battery management system, and the connection between the first power battery and the second power battery is directly switched through the high-voltage parallel manager 250, so that the second power battery is used as the power source to realize four-wheel drive operation of the vehicle.
Similarly, when the failure is the second power battery, the vehicle controller 300 will send a corresponding signal to cut off the connection between the second power battery and the second battery management system, and directly switch to the connection between the first power battery through the high-voltage parallel manager 250, and use the first power battery as a power source to realize the four-wheel drive operation of the vehicle.
Referring to fig. 8, in one embodiment, the control method further includes step S800, step S900, and step 910.
Step S800, detecting whether a first motor and a second motor in a motor control and battery management device have self faults or communication faults; step S900, when the first motor fails to work or fails to communicate, the second motor is controlled to be connected to perform two-wheel driving; in step S910, when the second motor fails to work or fails to communicate, the first motor is controlled to be connected to perform two-wheel driving.
Specifically, during the running process of the vehicle, the whole vehicle controller 300 also detects the operation of the motor, so as to realize motor redundancy control. At this time, whether the first motor and the second motor fail or communication failure occurs, that is, whether the first motor fails to operate by itself, whether the communication between the first motor and the first motor controller 210 is normal, whether the second motor fails to operate by itself, and whether the communication between the second motor and the second motor controller 220 is normal will be detected in real time.
When the faults do not occur, the first motor drives the front wheels of the vehicle, and the second motor drives the rear wheels of the vehicle, so that the four-wheel drive control of the vehicle is realized. When the first motor fails, specifically including self failure and communication failure, the front wheel driving operation cannot be performed normally by using the first motor, and the vehicle controller 300 switches the torque to be based on another normal motor (i.e. the second motor), so as to implement the two-wheel driving operation, thereby ensuring that the vehicle can still run normally when the first motor cannot be driven normally. Similarly, after the second motor fails to perform self-operation or communication failure, the whole vehicle controller 300 switches the torque to be based on another normal motor (i.e., the first motor), so as to implement two-wheel driving operation, and ensure that the vehicle can still run normally when the second motor cannot be driven normally.
It should be noted that the specific types of the first motor and the second motor are not unique, and may be both permanent magnet motors or both induction motors, or both permanent magnet motors and induction motors, respectively. For different types of motors, when a fault occurs to switch, corresponding switching operations are also different. In the switching process, if the motor is a permanent magnet motor, the motor controller is required to negotiate, the whole vehicle control module requests the motor controller corresponding to the motor with faults to also disconnect the clutch, or the motor controller automatically keeps to disconnect the clutch according to the serious fault condition of the motor controller. In the case of an induction motor, the vehicle controller 300 only needs to request to turn off excitation or automatically turn off excitation. In other embodiments, the motor circuit short-circuit risk can be combined, a high-voltage power supply switching mode is synchronously adopted, and the motor corresponding to the fault position is switched off through power battery switching.
Referring to fig. 9, in one embodiment, the control method further includes step S920 and step S930.
Step S920, detecting whether a communication link between the whole vehicle controller and the motor control and battery management device has a communication fault; step S930, correspondingly adjusting the working state of the motor control and battery management device according to the detection result.
Specifically, during the running process of the vehicle, the whole vehicle controller 300 also detects a communication fault of a communication link between the whole vehicle controller and the motor control and battery management device 200, and correspondingly adjusts the working state of the motor control and battery management device 200 according to the detection result, that is, adjusts the connection condition of the motor and the power battery in the working state of the motor control and battery management device 200.
It is understood that the communication link between the vehicle controller 300 and the motor control and battery management device 200 is not unique, and the communication link may be different for different motor control and battery management device 200 structures. In the system structure shown in fig. 3, a communication link is formed between the whole vehicle controller 300 and the first motor controller 210 and between the whole vehicle controller and the first pool manager, a second communication link is formed between the whole vehicle controller 300 and the second motor controller 220 and between the whole vehicle controller and the second battery manager 240, when any communication link has communication faults (specifically, may include BusOff and other conditions), the corresponding driving operation cannot be completed, synchronous switching of high voltage and motor is required, the switching should be prioritized according to motor switching, and high voltage power supply switching is ensured to be executed after transition is completed. At this time, on the basis of the above high-voltage power supply switching and motor switching logic, the switching is performed to respond to the driving related component command (battery/motor) of the active loop, that is, the corresponding second motor controller 220 and second battery manager 240 in the other communication link, and the driving operation is implemented in combination with the second power battery and the second motor.
In the system configuration shown in fig. 4, the first motor controller 210, the second motor controller 220, the first battery manager 230 and the second battery manager 240 are all separately connected to the whole vehicle controller 300, and four corresponding communication links are required, that is, the whole vehicle controller 300-first motor controller 210, the whole vehicle controller 300-second motor controller 220, the whole vehicle controller 300-first battery manager 230 and the whole vehicle controller 300-second battery manager 240, in this case, only one of the high voltage switching and the motor switching is required when a certain communication link fails.
According to the control method of the vehicle redundancy control system, the double high-voltage power batteries, the high-voltage parallel manager 250, the plurality of low-voltage storage batteries 120 and the low-voltage parallel manager 130 are introduced, meanwhile, communication is independently designed, the low-voltage power supply double-loop design is performed on the driving control part and the cooling system adjusting part, then, the corresponding strategies of high-voltage power supply, low-voltage power supply, communication and motor control switching are designed based on the vehicle fault condition under the framework design, so that after single-point failure is met, the vehicle can still run normally, the driving is optimized, the requirement of continuous driving under the fault is met, and the safety performance improvement under the vehicle break-away risk scene is realized.
A vehicle includes the above-described vehicle redundancy control system, and the vehicle controller 300 is configured to perform drive control according to the above-described control method.
Specifically, the vehicle redundancy control system and the control method are shown in the foregoing embodiments and the drawings, and are not described in detail herein, by this scheme, the dual high-voltage power battery and the high-voltage parallel manager 250, the plurality of low-voltage storage batteries 120 and the low-voltage parallel manager 130 are introduced into the vehicle, meanwhile, the communication is independently designed, the driving control component and the cooling system adjusting component are designed in a low-voltage power supply dual-loop manner, and then, based on the vehicle fault condition under the architecture design, the corresponding strategies of high-voltage power supply, low-voltage power supply, communication and motor control switching are designed, so that after single-point failure is satisfied, the vehicle can still run normally, so as to optimize driving and meet the requirement of continuous driving under the fault condition, and realize the improvement of the safety performance of the vehicle under the condition of disengaging risk.
The technical features of the above-described embodiments may be arbitrarily combined, and all possible combinations of the technical features in the above-described embodiments are not described for brevity of description, however, as long as there is no contradiction between the combinations of the technical features, they should be considered as the scope of the description.
The above examples illustrate only a few embodiments of the application, which are described in detail and are not to be construed as limiting the scope of the claims. It should be noted that it will be apparent to those skilled in the art that several variations and modifications can be made without departing from the spirit of the application, which are all within the scope of the application. Accordingly, the scope of protection of the present application is to be determined by the appended claims.
Claims (8)
1. A vehicle redundancy control system, comprising:
a motor control and battery management device;
the low-voltage parallel manager is connected with the motor control and battery management device;
the storage batteries are respectively connected with the low-voltage parallel manager;
the direct current converter is connected with the low-voltage parallel manager;
the whole vehicle controller is connected with the low-voltage parallel manager and the motor control and battery management device;
the motor control and battery management device comprises a motor redundancy assembly and a high-voltage power supply assembly, wherein the motor redundancy assembly comprises a first motor controller, a second motor controller, a first motor and a second motor, the first motor controller and the second motor controller are respectively connected with the whole vehicle controller, the first motor is connected with the first motor controller, the second motor is connected with the second motor controller, and the high-voltage power supply assembly is connected to the whole vehicle controller and the low-voltage parallel manager;
The high-voltage power supply assembly comprises a first battery manager, a second battery manager, a high-voltage parallel manager, a first power battery and a second power battery, wherein the first motor controller is connected with the first battery manager, the first battery manager is connected with the high-voltage parallel manager, the first battery manager is connected with the first power battery, the second motor controller is connected with the second battery manager, the second battery manager is connected with the high-voltage parallel manager, the first motor controller, the first battery manager and the high-voltage parallel manager are all connected with the low-voltage parallel manager, and the second battery manager is connected with the second power battery;
or, the high-voltage power supply assembly comprises a first battery manager, a second battery manager, a high-voltage parallel manager, a first power battery and a second power battery, wherein the high-voltage parallel manager is connected with the whole vehicle controller and the first battery manager, the high-voltage parallel manager is connected with the whole vehicle controller and the second battery manager, the first battery manager is connected with the first power battery, the second battery manager is connected with the second power battery, and the first motor controller, the second battery manager and the high-voltage parallel manager are all connected with the low-voltage parallel manager.
2. The vehicle redundancy control system according to claim 1, further comprising a cooling control valve and a cooling control pump, the cooling control valve and the cooling control pump being connected to the vehicle control unit, respectively, the cooling control valve and the cooling control pump being both connected to the low-pressure parallel manager.
3. A control method of a vehicle redundancy control system according to any one of claims 1 to 2, comprising:
acquiring the working state information of the storage battery and the working state information of the direct current converter and carrying out fault analysis;
when the analysis shows that the power supply faults of the direct current converter and the storage battery do not occur, controlling the direct current converter to supply power, and simultaneously controlling the direct current converter to charge the storage battery;
and when the analysis shows that the direct current converter has power supply faults and all the storage batteries are not in a feeding state, controlling all the storage batteries to be connected in parallel for power supply.
4. The control method according to claim 3, wherein after the step of acquiring the battery operation state information and the dc converter operation state information and performing the failure analysis, further comprising:
And when the analysis shows that any storage battery has power supply faults, cutting off the connection between the storage battery and the low-voltage parallel manager.
5. A control method according to claim 3, characterized by further comprising:
detecting whether a first power battery and a second power battery in the motor control and battery management device have self faults or communication faults;
when the first power battery fails to work or fails to work, the second power battery is controlled to be connected into the high-voltage power supply;
and when the second power battery fails to work or fails to work, controlling the first power battery to be connected into the high-voltage power supply.
6. A control method according to claim 3, characterized by further comprising:
detecting whether a first motor and a second motor in the motor control and battery management device have self faults or communication faults;
when the first motor fails to work or fails to work, the second motor is controlled to be connected to perform two-wheel driving;
and when the second motor fails to work or fails to work, controlling the first motor to be connected to drive two wheels.
7. A control method according to claim 3, characterized by further comprising:
Detecting whether a communication fault exists in a communication link between the whole vehicle controller and the motor control and battery management device;
and correspondingly adjusting the working state of the motor control and battery management device according to the detection result.
8. A vehicle comprising the vehicle redundancy control system according to any one of claims 1 to 2, the whole vehicle controller being configured to perform drive control according to the control method according to any one of claims 3 to 7.
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| CN114834254B (en) * | 2022-06-06 | 2024-12-27 | 中国第一汽车股份有限公司 | Control method, device, storage medium and processor of power management system |
| WO2024050771A1 (en) * | 2022-09-08 | 2024-03-14 | 宁德时代新能源科技股份有限公司 | Control method and control apparatus for battery system |
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