CN114460405A - New energy whole vehicle insulation fault troubleshooting system based on UDS protocol - Google Patents
New energy whole vehicle insulation fault troubleshooting system based on UDS protocol Download PDFInfo
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- CN114460405A CN114460405A CN202210124627.2A CN202210124627A CN114460405A CN 114460405 A CN114460405 A CN 114460405A CN 202210124627 A CN202210124627 A CN 202210124627A CN 114460405 A CN114460405 A CN 114460405A
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- 238000009413 insulation Methods 0.000 title claims abstract description 140
- 238000013024 troubleshooting Methods 0.000 title claims abstract description 55
- 238000007726 management method Methods 0.000 claims abstract description 28
- 230000005611 electricity Effects 0.000 claims abstract description 5
- 238000000034 method Methods 0.000 claims description 15
- 230000008569 process Effects 0.000 claims description 6
- HEZMWWAKWCSUCB-PHDIDXHHSA-N (3R,4R)-3,4-dihydroxycyclohexa-1,5-diene-1-carboxylic acid Chemical compound O[C@@H]1C=CC(C(O)=O)=C[C@H]1O HEZMWWAKWCSUCB-PHDIDXHHSA-N 0.000 claims description 3
- 238000004378 air conditioning Methods 0.000 claims description 3
- 230000008030 elimination Effects 0.000 claims 8
- 238000003379 elimination reaction Methods 0.000 claims 8
- 238000012423 maintenance Methods 0.000 abstract description 16
- 238000001514 detection method Methods 0.000 description 5
- 238000003745 diagnosis Methods 0.000 description 4
- 238000012986 modification Methods 0.000 description 3
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- 230000008859 change Effects 0.000 description 2
- 238000013461 design Methods 0.000 description 2
- 238000011161 development Methods 0.000 description 2
- 238000005516 engineering process Methods 0.000 description 2
- 208000033748 Device issues Diseases 0.000 description 1
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- 238000013459 approach Methods 0.000 description 1
- 230000009286 beneficial effect Effects 0.000 description 1
- 238000010276 construction Methods 0.000 description 1
- 230000010485 coping Effects 0.000 description 1
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01R—MEASURING ELECTRIC VARIABLES; MEASURING MAGNETIC VARIABLES
- G01R31/00—Arrangements for testing electric properties; Arrangements for locating electric faults; Arrangements for electrical testing characterised by what is being tested not provided for elsewhere
- G01R31/005—Testing of electric installations on transport means
- G01R31/006—Testing of electric installations on transport means on road vehicles, e.g. automobiles or trucks
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01R—MEASURING ELECTRIC VARIABLES; MEASURING MAGNETIC VARIABLES
- G01R27/00—Arrangements for measuring resistance, reactance, impedance, or electric characteristics derived therefrom
- G01R27/02—Measuring real or complex resistance, reactance, impedance, or other two-pole characteristics derived therefrom, e.g. time constant
- G01R27/025—Measuring very high resistances, e.g. isolation resistances, i.e. megohm-meters
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01R—MEASURING ELECTRIC VARIABLES; MEASURING MAGNETIC VARIABLES
- G01R31/00—Arrangements for testing electric properties; Arrangements for locating electric faults; Arrangements for electrical testing characterised by what is being tested not provided for elsewhere
- G01R31/12—Testing dielectric strength or breakdown voltage ; Testing or monitoring effectiveness or level of insulation, e.g. of a cable or of an apparatus, for example using partial discharge measurements; Electrostatic testing
- G01R31/1227—Testing dielectric strength or breakdown voltage ; Testing or monitoring effectiveness or level of insulation, e.g. of a cable or of an apparatus, for example using partial discharge measurements; Electrostatic testing of components, parts or materials
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Abstract
The invention discloses a new energy whole vehicle insulation fault troubleshooting system based on a UDS protocol. The system comprises a power battery system, a power battery system and a power battery system, wherein the power battery system is used for providing high voltage electricity for a main drive loop and an auxiliary drive loop; the main drive loop is connected between the power battery anode contactor and the power battery cathode contactor; the auxiliary driving loop is connected between the power battery anode contactor and the power battery cathode contactor; the power battery management system is communicated with the diagnostic instrument through a UDS protocol and used for conducting insulation fault troubleshooting after receiving the fault troubleshooting signal; controlling a contactor for disconnecting the high-voltage circuit, the main drive circuit and the auxiliary drive circuit, collecting an insulation resistance value, judging an insulation fault point according to the insulation resistance value and sending the insulation fault point to a diagnostic instrument; and the diagnostic instrument is used for sending a troubleshooting signal to the power battery management system after receiving the insulation troubleshooting enabling signal. The invention can help maintenance personnel to quickly lock fault points, reduce troubleshooting time, reduce high-voltage electric shock risks and ensure safe operation of vehicles as much as possible.
Description
Technical Field
The invention belongs to the technical field of automobiles, and particularly relates to a new energy whole automobile insulation fault troubleshooting system based on a UDS protocol.
Background
The new energy automobile has a wide development prospect and can be a main transportation tool in the future world. The new energy automobile is widely considered as one of the main ways for solving the problems of automobile exhaust pollution, petroleum energy shortage and the like, and along with the improvement of the technology, the popularization and the rapid development of the new energy automobile, increasingly higher requirements are provided for the product performance, the reliability and the safety of key parts of the new energy automobile.
The pure electric vehicle is provided with a power battery with a high-energy, high-capacity and high-voltage platform, and in order to ensure the safety of a driver, a battery management system is required to have an insulation detection function; however, the mainstream technical scheme of insulation detection at present can only measure the insulation resistance value of the whole high-voltage circuit, and specific parts cannot be positioned.
Patent 201910724898.X discloses a diagnosis control method and system, and the diagnosis control method comprises the following steps: detecting a UDS signal triggered by a vehicle to be diagnosed when a diagnostic instrument is inserted into the vehicle; when the UDS signal is detected, detecting a maintenance instruction sent by a diagnostic instrument; according to the maintenance instruction, the high-voltage relay is controlled to be switched off, and the high-voltage down-voltage state of the vehicle is judged; and when the high-voltage down state indicates that the current vehicle to be diagnosed has the high voltage down, sending a maintenance indicator lamp turn-on signal to the instrument controller. Whether a maintenance request exists is judged through the plug condition and the maintenance instruction of the detection diagnostic instrument, the whole vehicle is disconnected from high voltage firstly, the maintenance indicator lamp is lightened after the whole vehicle is powered down, and maintenance personnel only allow to start maintenance operation after seeing the maintenance indicator lamp to be lightened. This patent maintenance personal need manual investigation high-voltage line afterwards, seeks the fault point, and work load is big, has the potential safety hazard.
Disclosure of Invention
The invention aims to solve the defects in the background technology, and provides a new energy vehicle insulation fault troubleshooting system based on a UDS protocol, which can quickly lock a fault point, and reduce the work of manually disassembling a high-voltage wire by maintenance personnel and the coping problem when an insulation fault occurs.
The technical scheme adopted by the invention is as follows: a new energy whole vehicle insulation fault troubleshooting system based on a UDS protocol comprises
The two ends of the power battery system are respectively connected with the power battery anode contactor and the power battery cathode contactor to form a high-voltage loop which is used for providing high voltage electricity for the main drive loop and the auxiliary drive loop;
the main drive loop is connected between the power battery anode contactor and the power battery cathode contactor;
the auxiliary driving loop is connected between the power battery anode contactor and the power battery cathode contactor;
the power battery management system is communicated with the diagnostic instrument through a UDS protocol, is used for sending an insulation fault troubleshooting enabling signal to the diagnostic instrument after detecting the fault of a high-voltage system of the whole vehicle, and is used for conducting insulation fault troubleshooting after receiving the fault troubleshooting signal; the insulation fault troubleshooting process comprises the following steps: the method comprises the following steps of respectively controlling and disconnecting contactors of a high-voltage circuit, a main drive circuit and an auxiliary drive circuit, collecting insulation resistance values, judging insulation fault points according to the insulation resistance values and sending the insulation fault points to a diagnostic instrument;
the diagnostic instrument is used for sending a troubleshooting signal to the power battery management system after receiving the insulation troubleshooting enabling signal; and the fault point clearing device is used for clearing the current insulation fault of the vehicle after receiving the fault point.
Further, the insulation fault troubleshooting process comprises the following steps:
step one, controlling a power battery anode contactor and a power battery cathode contactor of a high-voltage loop to be disconnected, detecting a first insulation resistance value, if the first insulation resistance value is smaller than or equal to a first threshold value, determining that the power battery has an insulation fault, recording a fault point, and performing step two; if the first insulation resistance is larger than the first threshold value, determining that the power battery has no insulation fault, and performing the second step;
step two: controlling a contactor of the high-voltage loop to be closed, a contactor of the main drive loop to be closed and a contactor of the auxiliary drive loop to be opened, detecting a second insulation resistance value, if the second insulation resistance value is smaller than or equal to a second threshold value, determining that the main drive loop has an insulation fault, recording a fault point, and performing the third step; if the second insulation resistance is larger than the second threshold value, determining that the main drive circuit has no insulation fault, and performing the third step;
step three: controlling a contactor of the high-voltage loop to be closed, a contactor of the main drive loop to be disconnected, and a contactor of the auxiliary drive loop to be closed, detecting a third insulation resistance value, if the third insulation resistance value is less than or equal to a third threshold value, determining that an insulation fault exists in the auxiliary drive loop, and recording a fault point; and if the third insulation resistance is larger than a third threshold value, determining that the auxiliary driving circuit has no insulation fault.
Further, when a plurality of main driving loops are arranged, the control is used for sequentially disconnecting the contactors of the main driving loops and respectively detecting the second insulation resistors.
Further, when a plurality of auxiliary drive circuits are arranged, the control is used for sequentially disconnecting the contactors of the auxiliary drive circuits and respectively detecting the third insulation resistors.
Further, the main drive circuit is provided with one or more, and the auxiliary drive circuit is provided with one or more.
Further, the main driving circuit comprises a main driving positive contactor, a main driving high-voltage device and a main driving negative contactor which are sequentially connected in series.
Further, the main drive high voltage device comprises a main drive motor.
Further, the auxiliary driving circuit comprises an auxiliary driving positive contactor, an auxiliary driving high-voltage device and an auxiliary driving negative contactor which are sequentially connected in series.
Further, the auxiliary driving high-voltage equipment comprises any one or more of a high-voltage steering system, an air conditioning system and a DCDC module.
Furthermore, the vehicle control unit is further included, and when the insulation fault point received by the diagnostic instrument is located in the auxiliary driving circuit, the vehicle control unit controls the main driving positive contactor and the main driving negative contactor of the main driving circuit to be closed, so that the vehicle is controlled to run at a low speed.
The invention has the beneficial effects that:
the insulation fault troubleshooting function of the new energy vehicle insulation fault troubleshooting system is realized by a power battery management system, insulation resistance is obtained by controlling the states of contactors of all loops in sequence, whether insulation faults exist or not is judged according to the detected insulation resistance, the insulation fault occurrence position is locked, and meanwhile fault points are transmitted to a diagnostic instrument and a vehicle control unit. The troubleshooting system does not need maintenance personnel to manually disassemble the high-voltage loop wire, and can determine an insulation fault point through the prompt result of a diagnostic instrument; when the insulation fault only exists in the auxiliary drive circuit, the vehicle controller can control the power battery and the main drive circuit to work, and the low-speed safe running of the vehicle can be ensured. When the whole new energy vehicle has high-voltage loop insulation fault, the system can help maintenance personnel to quickly lock fault points, reduce troubleshooting time, reduce high-voltage electric shock risks and ensure safe operation of the vehicle as far as possible.
Drawings
FIG. 1 is a partial schematic diagram of the new energy vehicle insulation fault troubleshooting system.
Fig. 2 is a flow chart of insulation troubleshooting performed by the new energy vehicle insulation fault troubleshooting system.
Detailed Description
The following further describes embodiments of the present invention with reference to the drawings. It should be noted that the description of the embodiments is provided to help understanding of the present invention, but the present invention is not limited thereto. In addition, the technical features involved in the embodiments of the present invention described below may be combined with each other as long as they do not conflict with each other.
In the description of the present invention, it is to be understood that the terms "upper", "lower", "front", "rear", "left", "right", "top", "bottom", "inner", "outer", and the like, indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings, are merely for convenience in describing the present invention and simplifying the description, and do not indicate or imply that the device or element being referred to must have a particular orientation, be constructed and operated in a particular orientation, and thus, should not be construed as limiting the present invention.
Where the terms "comprising", "having" and "including" are used in this specification, there may be another part or parts unless otherwise stated, and the terms used may generally be in the singular but may also be in the plural.
It should be noted that although the terms "first," "second," "top," "bottom," "side," "other," "end," "other end," and the like may be used and used in this specification to describe various components, these components and parts should not be limited by these terms. These terms are only used to distinguish one element or section from another element or section. For example, a first element could be termed a second element, and, similarly, a second element could be termed a first element, with the top and bottom elements being interchangeable or switchable with one another, where appropriate, without departing from the scope of the present description; the components at one end and the other end may be of the same or different properties to each other.
Further, in constituting the component, although it is not explicitly described, it is understood that a certain error region is necessarily included.
In describing positional relationships, for example, when positional sequences are described as being "on.. above", "over.. below", "below", and "next", unless such words or terms are used as "exactly" or "directly", they may include cases where there is no contact or contact therebetween. If a first element is referred to as being "on" a second element, that does not mean that the first element must be above the second element in the figures. The upper and lower portions of the member will change depending on the angle of view and the change in orientation. Thus, in the drawings or in actual construction, if a first element is referred to as being "on" a second element, it can be said that the first element is "under" the second element and the first element is "over" the second element. In describing temporal relationships, unless "exactly" or "directly" is used, the description of "after", "subsequently", and "before" may include instances where there is no discontinuity between steps.
The features of the various embodiments of the present invention may be partially or fully combined or spliced with each other and performed in a variety of different configurations as will be well understood by those skilled in the art. Embodiments of the invention may be performed independently of each other or may be performed together in an interdependent relationship.
As shown in fig. 1, the invention provides a new energy vehicle insulation fault troubleshooting system based on a UDS protocol, which includes a vehicle controller, a power battery management system (including an insulation resistance detection circuit), a diagnostic instrument, a main drive circuit, an auxiliary drive circuit, and positive and negative contactors of the circuits, where some devices are not shown in the drawing.
The power battery system outputs high voltage electricity for each loop, the positive and negative output ends of the high voltage electricity of the power battery are respectively connected with a power battery positive contactor and a power battery negative contactor in series to form a high voltage loop, and the power battery positive contactor and the power battery negative contactor are connected with a main drive loop and an auxiliary drive loop in parallel. One or more main drive circuits can be arranged, and one or more auxiliary drive circuits can be arranged.
The main drive circuit comprises a main drive positive contactor, a main drive high-voltage device and a main drive negative contactor which are sequentially connected in series, and the main drive high-voltage device can be a main drive motor.
The auxiliary driving loop comprises an auxiliary driving positive contactor, an auxiliary driving high-voltage device and an auxiliary driving negative contactor which are sequentially connected in series, and the auxiliary driving high-voltage device comprises any one or more of a high-voltage steering system, an air conditioning system and a DCDC module.
The diagnostic instrument communicates with the power battery management system through the UDS unified diagnostic service.
The UDS diagnostic services mainly include: reading a current fault code monitored by a power battery management system; the dynamic data reading service reads the data of the power battery management system; a fault clearing service; and (5) routine service, and carrying out insulation fault troubleshooting.
The failure reading service: the diagnostic instrument can read all faults monitored by the current power battery management system of the vehicle through the service.
The dynamic data reading service: the diagnostic instrument can read the data of the power battery management system through the service.
The routine service comprises; the diagnostic instrument may request the power cell management system to perform an insulation troubleshooting routine service via the service.
The fault clearing service: the diagnostic can clear the vehicle of the current fault through the service.
The power battery management system comprises the following functions: the system can detect the faults of the whole vehicle high-voltage system in real time, feed back fault codes and fault contents, feed back power battery system data, control the on-off of each loop contactor of high voltage and control the work of the power battery.
The power battery management system comprises an insulation resistance detection circuit, can detect the total positive and total negative insulation resistance of the power battery to the ground, and reports an insulation fault when the insulation resistance exceeds a threshold value.
The power battery management system supports the UDS protocol and supports diagnostic instrument fault code reading, power battery dynamic data reading, insulation fault troubleshooting routine service and fault clearing service.
And after monitoring the insulation fault, the power battery management system comprehensively judges whether the insulation fault of the whole vehicle is allowed to be checked according to the current vehicle state, and if the insulation fault is allowed, sends an insulation fault checking enabling signal to the diagnostic instrument.
The diagnostic instrument reads and analyzes data sent by the power battery management system through reading service based on the UDS, and then judges whether the insulation fault troubleshooting enabling signal is activated or not.
And the upper computer interface of the diagnostic instrument comprises an insulation fault troubleshooting start button, and the insulation fault troubleshooting start button can be operated after the diagnostic instrument reads an insulation diagnosis troubleshooting enabling signal sent by the power battery management system.
The insulation troubleshooting start button is operable and when pressed by a serviceman, the diagnostic instrument will send an insulation troubleshooting routine service request.
And after receiving the insulation fault troubleshooting service request sent by the diagnostic instrument, the power battery management system starts an insulation fault troubleshooting function.
The insulation fault troubleshooting method is shown in fig. 2: when an insulation fault is detected, the power battery management system judges whether insulation fault troubleshooting is allowed or not; a maintenance worker reads the current fault information of the vehicle and the power battery system data by using a diagnostic instrument, wherein the data comprises an insulation fault troubleshooting enabling signal; if the insulation troubleshooting signal is active, a maintenance person may operate an insulation troubleshooting button of the diagnostic instrument interface to request the power battery management system to perform an insulation troubleshooting routine service.
And after receiving the insulation fault troubleshooting request sent by the diagnostic instrument, the power battery management system starts an insulation diagnosis troubleshooting routine.
The routine includes:
the method comprises the following steps: clearing the previous insulation fault remaining information;
step two: the diagnostic instrument control sends an instruction to the power battery management system to disconnect all contactors of the high-voltage loop, reads a first insulation resistance value sent by the high-voltage battery management system through a UDS protocol, if the first insulation resistance value is lower than a first threshold value, it is determined that an insulation fault exists in the high-voltage battery, and a routine records the fault point and continues to check;
step two: controlling all contactors of the high-voltage loop to be closed;
step three: controlling a contactor of the high-voltage loop to be closed, a contactor of the main drive loop to be closed and a contactor of the auxiliary drive loop to be opened, detecting a second insulation resistance value, if the second insulation resistance value is smaller than or equal to a second threshold value, determining that the main drive loop has an insulation fault, recording a fault point, and continuously checking; if the second insulation resistance is larger than a second threshold value, determining that the main drive circuit has no insulation fault, and continuously checking; when the main drive loops are provided with a plurality of main drive loops, the contactors of the main drive loops are controlled to be disconnected in sequence, and the second insulation resistors are detected respectively.
Step four: controlling a contactor of the high-voltage loop to be closed, a contactor of the main drive loop to be disconnected, and a contactor of the auxiliary drive loop to be closed, detecting a third insulation resistance value, if the third insulation resistance value is less than or equal to a third threshold value, determining that an insulation fault exists in the auxiliary drive loop, and recording a fault point; and if the third insulation resistance is larger than a third threshold value, determining that the auxiliary drive circuit has no insulation fault, and finishing the troubleshooting. When the auxiliary driving loops are multiple, the contactors of the auxiliary driving loops are controlled to be disconnected in sequence, and the third insulation resistors are detected respectively.
After the fault point is locked, the diagnostic instrument sends the fault point to the vehicle control unit, and if the fault point only exists in the auxiliary drive circuit, the vehicle control unit can control the high voltage on the main drive circuit and allow the vehicle to run at low speed.
It should be noted that the pre-charging contactor is connected in parallel with the main positive contactor of the power battery and the main positive contactor of the main driving circuit, and the pre-charging contactor is not described in the present solution because the power battery management system automatically controls the pre-charging contactor of the corresponding circuit to operate when the diagnostic device issues a command to close or open the main positive contactor of the power battery and the main positive contactor of the main driving circuit.
It should be understood that the specific order or hierarchy of steps in the processes disclosed is an example of exemplary approaches. Based upon design preferences, it is understood that the specific order or hierarchy of steps in the processes may be rearranged without departing from the scope of the present disclosure. The accompanying method claims present elements of the various steps in a sample order, and are not intended to be limited to the specific order or hierarchy presented.
The foregoing description of the embodiments and specific examples of the invention have been presented for purposes of illustration and description; it is not intended to be the only form in which the embodiments of the invention may be practiced or utilized. The embodiments are intended to cover the features of the various embodiments as well as the method steps and sequences for constructing and operating the embodiments. However, other embodiments may be utilized to achieve the same or equivalent functions and step sequences.
In the foregoing detailed description, various features are grouped together in a single embodiment for the purpose of streamlining the disclosure. This method of disclosure is not to be interpreted as reflecting an intention that the claimed embodiments of the subject matter require more features than are expressly recited in each claim. Rather, as the following claims reflect, invention lies in less than all features of a single disclosed embodiment. Thus, the following claims are hereby expressly incorporated into the detailed description, with each claim standing on its own as a separate preferred embodiment of the invention.
The previous description of the disclosed embodiments is provided to enable any person skilled in the art to make or use the present invention. To those skilled in the art; various modifications to these embodiments will be readily apparent, and the generic principles defined herein may be applied to other embodiments without departing from the spirit or scope of the disclosure. Thus, the present disclosure is not intended to be limited to the embodiments shown herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.
What has been described above includes examples of one or more embodiments. It is, of course, not possible to describe every conceivable combination of components or methodologies for purposes of describing the aforementioned embodiments, but one of ordinary skill in the art may recognize that many further combinations and permutations of various embodiments are possible. Accordingly, the embodiments described herein are intended to embrace all such alterations, modifications and variations that fall within the scope of the appended claims. Furthermore, to the extent that the term "includes" is used in either the detailed description or the claims, such term is intended to be inclusive in a manner similar to the term "comprising" as "comprising" is interpreted when employed as a transitional word in a claim. Furthermore, any use of the term "or" in the specification of the claims is intended to mean a "non-exclusive or".
Those of skill in the art will further appreciate that the various illustrative logical blocks, units, and steps described in connection with the embodiments disclosed herein may be implemented as electronic hardware, computer software, or combinations of both. To clearly illustrate the interchangeability of hardware and software, various illustrative components, elements, and steps have been described above generally in terms of their functionality. Whether such functionality is implemented as hardware or software depends upon the particular application and design requirements of the overall system. Skilled artisans may implement the described functionality in varying ways for each particular application, but such implementation decisions should not be interpreted as causing a departure from the scope of the present embodiments.
The various illustrative logical blocks, or elements, described in connection with the embodiments disclosed herein may be implemented or performed with a general purpose processor, a digital signal processor, an Application Specific Integrated Circuit (ASIC), a field programmable gate array or other programmable logic device, discrete gate or transistor logic, discrete hardware components, or any combination thereof designed to perform the functions described herein. A general-purpose processor may be a microprocessor, but in the alternative, the processor may be any conventional processor, controller, microcontroller, or state machine. A processor may also be implemented as a combination of computing devices, e.g., a digital signal processor and a microprocessor, a plurality of microprocessors, one or more microprocessors in conjunction with a digital signal processor core, or any other similar configuration.
The foregoing is considered as illustrative of the preferred embodiments of the invention and the technical principles employed. It will be understood by those skilled in the art that the present invention is not limited to the particular embodiments described herein, but is capable of various obvious modifications, rearrangements, combinations and substitutions as will now become apparent to those skilled in the art without departing from the scope of the invention. Therefore, although the present invention has been described in greater detail by the above embodiments, the present invention is not limited to the above embodiments, and may include other equivalent embodiments without departing from the spirit of the present invention, and the scope of the present invention is determined by the scope of the appended claims.
Claims (10)
1. The utility model provides a whole car of new forms of energy insulation troubleshooting system based on UDS agreement which characterized in that: comprises that
The two ends of the power battery system are respectively connected with the power battery anode contactor and the power battery cathode contactor to form a high-voltage loop which is used for providing high voltage electricity for the main drive loop and the auxiliary drive loop;
the main drive loop is connected between the power battery anode contactor and the power battery cathode contactor;
the auxiliary driving loop is connected between the power battery anode contactor and the power battery cathode contactor;
the power battery management system is communicated with the diagnostic instrument through a UDS protocol, is used for sending an insulation fault troubleshooting enabling signal to the diagnostic instrument after detecting the fault of a high-voltage system of the whole vehicle, and is used for conducting insulation fault troubleshooting after receiving the fault troubleshooting signal; the insulation fault troubleshooting process comprises the following steps: controlling a contactor for disconnecting the high-voltage circuit, the main drive circuit and the auxiliary drive circuit, collecting an insulation resistance value, judging an insulation fault point according to the insulation resistance value and sending the insulation fault point to a diagnostic instrument;
the diagnostic instrument is used for sending a troubleshooting signal to the power battery management system after receiving the insulation troubleshooting enabling signal; and the fault point clearing device is used for clearing the current insulation fault of the vehicle after receiving the fault point.
2. The UDS protocol-based insulation fault troubleshooting system for the whole new energy vehicle as claimed in claim 1 wherein the insulation fault troubleshooting process comprises the steps of:
step one, controlling a power battery anode contactor and a power battery cathode contactor of a high-voltage loop to be disconnected, detecting a first insulation resistance value, if the first insulation resistance value is smaller than or equal to a first threshold value, determining that the power battery has an insulation fault, recording a fault point, and performing step two; if the first insulation resistance is larger than the first threshold value, determining that the power battery has no insulation fault, and performing the second step;
step two: controlling a contactor of the high-voltage loop to be closed, a contactor of the main drive loop to be closed and a contactor of the auxiliary drive loop to be opened, detecting a second insulation resistance value, if the second insulation resistance value is smaller than or equal to a second threshold value, determining that the main drive loop has an insulation fault, recording a fault point, and performing the third step; if the second insulation resistance is larger than the second threshold value, determining that the main drive circuit has no insulation fault, and performing the third step;
step three: controlling a contactor of the high-voltage loop to be closed, a contactor of the main drive loop to be disconnected, and a contactor of the auxiliary drive loop to be closed, detecting a third insulation resistance value, if the third insulation resistance value is less than or equal to a third threshold value, determining that an insulation fault exists in the auxiliary drive loop, and recording a fault point; and if the third insulation resistance is larger than a third threshold value, determining that the auxiliary driving loop has no insulation fault.
3. The UDS protocol-based insulation fault elimination system for the whole new energy vehicle, according to claim 2, is characterized in that: when the main drive loops are provided with a plurality of main drive loops, the contactors of the main drive loops are controlled to be disconnected in sequence, and the second insulation resistors are detected respectively.
4. The UDS protocol-based insulation fault elimination system for the whole new energy vehicle, according to claim 2, is characterized in that: when the auxiliary drive loops are multiple, the contactors of the auxiliary drive loops are controlled to be sequentially disconnected, and the third insulation resistors are respectively detected.
5. The UDS protocol-based insulation fault elimination system for the whole new energy vehicle, according to claim 1, is characterized in that: the main driving circuit is provided with one or more than one, and the auxiliary driving circuit is provided with one or more than one.
6. The UDS protocol-based insulation fault elimination system for the whole new energy vehicle, according to claim 1, is characterized in that: the main driving loop comprises a main driving positive contactor, a main driving high-voltage device and a main driving negative contactor which are sequentially connected in series.
7. The UDS protocol-based insulation fault elimination system for the whole new energy vehicle, according to claim 1, is characterized in that: the main drive high voltage device comprises a main drive motor.
8. The UDS protocol-based insulation fault elimination system for the whole new energy vehicle, according to claim 1, is characterized in that: the auxiliary driving loop comprises an auxiliary driving positive contactor, an auxiliary driving high-voltage device and an auxiliary driving negative contactor which are sequentially connected in series.
9. The UDS protocol-based insulation fault elimination system for the whole new energy vehicle, according to claim 1, is characterized in that: the auxiliary driving high-voltage equipment comprises any one or more of a high-voltage steering system, an air conditioning system and a DCDC module.
10. The UDS protocol-based insulation fault elimination system for the whole new energy vehicle, according to claim 1, is characterized in that: when the insulation fault point received by the diagnostic instrument is located in the auxiliary driving loop, the vehicle control unit controls the main driving positive contactor and the main driving negative contactor of the main driving loop to be closed, and the vehicle is controlled to run at a low speed.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202210124627.2A CN114460405A (en) | 2022-02-10 | 2022-02-10 | New energy whole vehicle insulation fault troubleshooting system based on UDS protocol |
Applications Claiming Priority (1)
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| CN114851851A (en) * | 2022-07-07 | 2022-08-05 | 中国重汽集团济南动力有限公司 | New energy vehicle insulation problem troubleshooting system and method |
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| Publication number | Priority date | Publication date | Assignee | Title |
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| CN114851851A (en) * | 2022-07-07 | 2022-08-05 | 中国重汽集团济南动力有限公司 | New energy vehicle insulation problem troubleshooting system and method |
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