WO2021051366A1 - Dual-source control system and control method therefor, and electric vehicle - Google Patents

Dual-source control system and control method therefor, and electric vehicle Download PDF

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Publication number
WO2021051366A1
WO2021051366A1 PCT/CN2019/106840 CN2019106840W WO2021051366A1 WO 2021051366 A1 WO2021051366 A1 WO 2021051366A1 CN 2019106840 W CN2019106840 W CN 2019106840W WO 2021051366 A1 WO2021051366 A1 WO 2021051366A1
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WO
WIPO (PCT)
Prior art keywords
management system
battery management
main controller
charging
contactor
Prior art date
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PCT/CN2019/106840
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French (fr)
Chinese (zh)
Inventor
汪先锋
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南京恒天领锐汽车有限公司
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Publication of WO2021051366A1 publication Critical patent/WO2021051366A1/en

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/80—Exchanging energy storage elements, e.g. removable batteries
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/18—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries of two or more battery modules
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/16—Information or communication technologies improving the operation of electric vehicles

Definitions

  • the invention belongs to the technical field of power batteries for electric vehicles, in particular to a dual-source control system and a control method thereof, and an electric vehicle with the dual-source control system.
  • the plug-in charging mode the battery problem that restricts the development of electric vehicles is particularly prominent: on the one hand, the initial investment cost of buying batteries is too large, generally accounting for more than half of the cost of electric vehicles, and the expensive battery costs have largely hindered electric vehicles.
  • the battery replacement method can generally be completed within a few minutes, but there are still problems that require uniform standards such as the battery.
  • the vehicle that uses the battery replacement method runs on a large scale, it may cause partial charging.
  • the station and the distribution station are crowded.
  • the purpose of the present invention is to overcome the deficiencies in the prior art and provide a dual-source control system, which can combine the dual-source mode of battery swapping and on-board battery to realize an energy supply mode that relies on battery swapping as the main and plug-in charging as a supplement. .
  • a dual-source control system including:
  • the vehicle controller which collects the signals of the accelerator pedal, brake pedal, shift position and vehicle speed signal light, and uses the CAN bus to communicate with the motor controller and power management system to realize the management and control of the entire vehicle;
  • High-voltage power distribution cabinet for battery swapping equipped with swapping battery packs and using the first battery management system for management;
  • On-board high-voltage power distribution cabinet which is equipped with on-board battery packs and is managed by the second battery management system;
  • the DCDC voltage transformation system is set between the battery pack and the vehicle battery pack, and is used to transform the output voltage of the battery pack into the input voltage that meets the input voltage of the vehicle battery pack, so as to realize the exchange between the battery pack and the vehicle battery pack. Voltage matching;
  • the vehicle controller includes a main controller and an auxiliary controller.
  • the main controller is used to control the driving of the whole vehicle
  • the auxiliary controller is used to control the motor output positive and negative contactors, and the accessory outputs positive and negative contactors.
  • Negative contactor, DCDC1 charging pre-charging contactor and charging contactor, said DCDC1 charging pre-charging contactor and charging contactor are the input end circuits for controlling the DCDC transformer system.
  • the present invention also provides a control method of the above-mentioned dual-source control system.
  • the control method includes a power-on process and a power-off process, wherein:
  • the main controller, auxiliary controller, the first battery management system and the second battery management system are all awakened;
  • the main controller self-check is completed and the replacement is not detected, the first battery management system has a self-check failure, and the second battery management system has no failure in the self-check.
  • the vehicle controller sends the second battery management system to the high voltage.
  • the second battery management system controls the closing of the total positive or total negative contactor of the on-board battery pack, and sends its closed state to the main controller. If the SOC is greater than 50% , The second battery management system enters the discharge logic, where SOC is the ratio of the remaining power of the battery to the battery capacity;
  • the main controller After the main controller receives the total negative closing command of the second battery management system, the main controller sends the command to the auxiliary controller to control the closing of the motor output positive and negative contactors, and the main controller then closes the motor precharge contactor , Close the accessory contactor after the pre-charge is completed, and the vehicle controller enters the driving enable logic, otherwise the pre-charge fails or the power-on fails;
  • the second battery management system has a self-check failure, it is not allowed to be powered on;
  • the first battery management system does not detect the gun insertion state, it enters the discharge logic
  • the main controller After the main controller receives the total positive and negative closing instructions of the first battery management system, the main controller sends the second battery management system high-voltage power-on instruction, and the second battery management system receives the upper After the electrical command, close the total negative contactor of the vehicle battery pack, and send its closed state to the main controller; when the main controller receives the total negative close command of the vehicle battery pack and does not receive the gun insertion state, the main controller Close the pre-charge contactor. After the pre-charge is completed, close the accessory contactor, and the vehicle controller enters the driving enable logic, otherwise the pre-charge fails or the power-on fails;
  • the second battery management system fails in the self-check, that is, the main controller receives the second battery management system
  • the main controller sends the first battery management system high-voltage power-on command.
  • the first battery management system closes the total positive and negative contactors of the battery pack after receiving the power-on command from the main controller, and then The closed state is sent to the main controller;
  • the first battery management system does not detect the gun insertion state, it enters the discharge logic
  • the main controller After the main controller receives the total positive and negative closing instructions of the first battery management system, and does not receive the gun insertion state, the main controller controls the closing of the pre-charge contactor, and sends the instruction to the auxiliary controller after the pre-charge is completed Make it control and close the accessory output positive and negative contactor, and the main controller will close the accessory contactor; the whole vehicle controller enters the driving enable logic, otherwise the precharge fails or the power fails;
  • the main controller will reduce the motor drive power by 60%;
  • the main controller reduces the driving power to 0, the driving torque to 0, the first battery management system and the second battery management system limit the discharge current to 0; when the vehicle speed is ⁇ 5km/h, and the first battery management system or the second battery management system
  • the power output bus current of the power output is less than 20A
  • the main controller stops the electrical equipment enabling, disconnects the electrical equipment contactor, and sends the first battery management system and the second battery management system high-voltage power-off instructions, the first battery
  • the management system and the second battery management system respectively disconnect their respective total positive/total negative contactors, and respectively send the contactor disconnection status to the main controller.
  • the first battery management system and the second battery management system enter the sleep state after a delay of 2s. After the main controller receives the total positive/total negative contactor disconnection state sent by the first battery management system and the second battery management system, the whole The car controller also enters the dormant state, and the power-off ends;
  • the first battery management system or the second battery management system limits its discharge current to 0, and then sends a request for high-voltage disconnection to the main controller.
  • the vehicle controller reduces the driving power to 0 ,
  • the driving torque is 0, when the vehicle speed is less than or equal to 5km/h, and the power output bus current of the first battery management system or the second battery management system is less than 20A, the main controller stops the electrical equipment enabling and disconnects the electrical equipment contactor , And send high-voltage power-off instructions for the first battery management system and the second battery management system;
  • the first battery management system and the second battery management system After the first battery management system and the second battery management system receive the high-voltage power-off instruction sent by the main controller, they disconnect their respective total positive/total negative contactors, and if it exceeds 30s, they do not receive the command from the main controller.
  • the high-voltage power-off command directly disconnects the total positive/total negative contactor, and the first battery management system and the second battery management system send the contactor disconnection state to the main controller, the first battery management system and the second battery management
  • the system enters the dormant state after a delay of 2s.
  • the vehicle controller After the main controller receives the disconnected state of the total positive/total negative contactor of the first battery management system and the second battery management system, the vehicle controller also enters the dormant state, and the electrical contact is turned off.
  • control method further includes a charging process, wherein:
  • the main controller When the charging gun is charging, wake up the main controller, the auxiliary controller, the first battery management system and the second battery management system; the first battery management system detects the state of the plug-in gun and sends this state to the main controller, the main controller and The auxiliary controller outputs charging control and respectively controls the meter, high-voltage cabinet and the all-in-one power relay to close.
  • the main controller After the main controller, auxiliary controller and the first battery management system self-check without obstacles, the main controller sends to the first battery management system High-voltage power-on command.
  • the first battery management system receives the power-on command, it closes the total positive and total negative contactors of the battery pack, and then sends the closed state to the main controller.
  • the main controller judges the second after receiving it.
  • the main controller sends the second battery management system high-voltage power-on command, and after the second battery management system receives the power-on command, closes the on-board battery Group the negative contactor and send the closed state to the main controller. After the main controller receives the closed state, the main controller sends instructions to the auxiliary controller to control the closing of the DCDC1 charging and precharging contactor.
  • the auxiliary The controller closes the DCDC1 charging contactor, and then the main controller sends the second battery management system close charging DCDC2 charging pre-charge command, the second battery management system closes the DCDC2 charging pre-charge after receiving its command, and closes the DCDC2 charging contact after the pre-charge is completed
  • the second battery management system sends the DCDC2 charging contactor closed state to the main controller.
  • the second battery management system enters the charging process, and then the main controller closes the accessory contactor.
  • the main controller sends the DCDC change
  • the whole vehicle enters the charging state; among them, the DCDC2 charging pre-charge contactor and the charging contactor are the output circuits that control the DCDC transformation system.
  • the main controller sends the DC/DC enable to enter the vehicle charging;
  • the second battery management system controls the disconnection of the charging contactor, and at the same time sends out the charging contactor disconnection status.
  • the main controller receives the charging contactor disconnection status, it disconnects the DCDC transformation system and stops the DC/DC operation.
  • the main controller sends the command of the second battery management system to disconnect the DCDC2 charging contactor.
  • the second battery management system disconnects the DCDC2 charging contactor and sends its disconnected state, the main controller After receiving the disconnection status, let the auxiliary controller disconnect the DCDC1 charging contactor, at this time, the vehicle controller stops outputting the charging control, and the charging is completed;
  • the second battery management system When the vehicle is running, when the SOC of the on-board battery pack is less than 50%, the second battery management system sends the SOC status to the main controller, and the main controller determines whether the battery pack’s power is greater than the on-board battery pack. If so, the main The controller sends an instruction to the auxiliary controller to close the DCDC1 charging precharge contactor. After the precharge is completed, the DCDC1 charging contactor is closed, and then the main controller sends the second battery management system to close the charging DCDC2 charging precharge command, and the second battery management system receives After the instruction is reached, the DCDC2 charging pre-charge is closed. After the pre-charging is completed, the DCDC2 charging contactor is closed.
  • the second battery management system sends the DCDC2 charging contactor closed state to the main controller.
  • the second battery management system enters the charging process and the vehicle controller Send the DCDC transformer system enable and enter the charging mode.
  • the DCDC2 charging contactor is disconnected.
  • the main controller will disconnect the DCDC transformer system enable after receiving the DCDC2 charging disconnect command, and then instruct the auxiliary controller to disconnect DCDC1 charging contactor, the charging process ends.
  • the present invention also provides an electric vehicle, which has the above-mentioned dual-source control system.
  • the present invention has the following technical effects:
  • the vehicle controller communicates with the motor controller and the power management system through the CAN bus to determine the operating status of the vehicle, and controls the relays in the high-voltage power distribution cabinet of the battery exchange through hard-wired Disconnect and pull in to control the output of each high-voltage circuit.
  • the battery pack will distribute the stored electric energy to the motor through the exchange high-voltage power distribution cabinet and the on-board high-voltage power distribution cabinet, and the on-board battery pack will pass the stored electric energy through the on-board high-voltage power distribution cabinet and exchange it.
  • the electric battery high-voltage power distribution cabinet is allocated to the accessory electric equipment, which improves the battery utilization rate and can greatly extend the driving range of electric vehicles;
  • the vehicle controller can control the swap battery pack to charge the on-board battery pack through the DCDC transformation system, ensuring that the on-board battery has enough power to provide accessory electrical equipment;
  • the battery pack can be replaced in a swap station, and can also be charged by plugging in a gun, which also avoids the overcrowding of the swap station, allowing pure electric vehicle users to get a better experience;
  • the battery pack fails, it can be switched to an on-board battery pack to provide power to the vehicle, and vice versa; therefore, no matter which battery pack fails, it can be used for the entire vehicle for a short time.
  • the power is provided to ensure that the driver can drive to the nearest maintenance station and ensure its safety.
  • Figure 1 is a schematic diagram of the dual source control system provided by the present invention.
  • FIG. 2 is a flowchart of the electric vehicle with the dual-source control system provided by the present invention during the power-on and power-off process;
  • FIG. 3 is a flowchart of the electric vehicle with the dual-source control system provided by the present invention during the charging process
  • Fig. 4 is a flowchart of charging the vehicle battery pack by replacing the battery pack in the present invention.
  • the present invention provides a dual-source control system, including a vehicle controller, a battery high-voltage power distribution cabinet, a vehicle-mounted high-voltage power distribution cabinet, and a DCDC transformer system;
  • the vehicle controller is used for Collect the signals of the accelerator pedal, brake pedal, shift position and vehicle speed signal light, and use CAN bus to communicate with the motor controller and power management system to realize the management and control of the entire vehicle; in the high-voltage power distribution cabinet for battery replacement
  • the battery pack B1 is equipped with a battery pack and is managed by the first battery management system;
  • the on-board high-voltage power distribution cabinet is equipped with the battery pack B2 on-board and is managed by the second battery management system;
  • the DCDC transformation The system is set up between the battery pack B1 and the vehicle battery pack B2 to transform the output voltage of the battery pack B1 into an input voltage that satisfies the input voltage of the vehicle battery pack B2, so as to realize the exchange of the battery pack B1 and the vehicle battery pack B2.
  • the vehicle controller includes a main controller VCU1 and an auxiliary controller VCU2, the main controller VCU1 is used to control the vehicle driving, the auxiliary controller VCU2 is used to control the motor Output positive and negative contactors, accessory output positive and negative contactors, DCDC1 charging pre-charging contactor and charging contactor, the DCDC1 charging pre-charging contactor and charging contactor are the input circuits for controlling the DCDC transformation system.
  • the dual-source control system provided by the present invention is used to control the power supply to the motor drive system and the high-voltage accessory system.
  • the motor drive system is used to provide driving power for electric vehicles.
  • the high-voltage accessory system includes defrosting and air conditioning. , Air pump and steering pump.
  • the present invention also provides a control method of the dual-source control system.
  • the control method includes a power-on process and a power-off process. Specifically, it is shown in conjunction with FIG. 2:
  • the main controller VCU1, the auxiliary controller VCU2, the first battery management system BMS1 and the second battery management system BMS2 are all awakened;
  • the main controller VCU1 completes the self-check and does not detect the completion of the battery replacement.
  • the first battery management system BMS1 has a self-check failure, and the second battery management system BMS2 has no self-check.
  • the vehicle controller VCU sends the second battery The management system BMS2 high-voltage power-on command
  • the second battery management system BMS2 receives the power-on command from the main controller VCU1 and controls the closing of the total positive or negative contactor of the on-board battery pack B2, and sends its closed state to the main
  • the controller VCU1 if the SOC is greater than 50%, the second battery management system BMS2 enters the discharge logic, where the SOC is the ratio of the remaining battery power to the battery capacity;
  • the main controller VCU1 After the main controller VCU1 receives the total negative closing command of the second battery management system BMS2, the main controller VCU1 sends the command to the auxiliary controller VCU2 to control the closing motor output positive and negative contactors, and the main controller VCU1 closes again Motor pre-charge contactor, close the accessory contactor after the pre-charge is completed, the vehicle controller VCU enters the driving enable logic, otherwise the pre-charge fails or the power-on fails;
  • the second battery management system BMS2 has a self-check failure, it is not allowed to be powered on;
  • the first battery management system BMS1 does not detect the gun insertion state, it enters the discharge logic
  • the main controller VCU1 After the main controller VCU1 receives the total positive and negative closing commands of the first battery management system BMS1, the main controller VCU1 sends the second battery management system BMS2 high-voltage power-on command, and the second battery management system BMS2 receives After the power-on command of the main controller VCU1, the total negative contactor of the on-board battery pack B2 is closed, and its closed state is sent to the main controller VCU1; the main controller VCU1 receives the total negative closing command of the on-board battery pack B2, and has not When receiving the gun insertion status, the main controller VCU1 closes the pre-charge contactor, after the pre-charge is completed, closes the accessory contactor, and the vehicle controller VCU enters the driving enable logic, otherwise the pre-charge fails or the power-on fails;
  • the first battery management system BMS1 does not detect the gun insertion state, it enters the discharge logic
  • the main controller VCU1 After the main controller VCU1 receives the total positive and negative closing instructions of the first battery management system BMS1 and does not receive the gun insertion state, the main controller VCU1 controls the closing of the pre-charge contactor, and sends the instruction to The auxiliary controller VCU2 makes it control the closed accessory output positive and negative contactors, and the main controller VCU1 then closes the accessory contactors; the vehicle controller VCU enters the driving enable logic, otherwise the pre-charge or power-on fails;
  • the first battery management system BMS1 and the second battery management system BMS2 limit the allowable discharge current to 60% Specifically, the second-level faults include the total voltage of the battery pack B1 or the vehicle-mounted battery pack B2 is too high/too low, the temperature is too high/too low, the voltage of the single battery is too high/too low, and the SOC is too high. High/too low, the insulation resistance is too low, the temperature of the plug-in gun is too high, etc.
  • the main controller VCU1 reduces the motor drive power by 60%; specifically, the secondary fault of the main controller VCU1 includes overvoltage/undervoltage of the motor controller bus, motor control The temperature of the motor is too high/too low, the temperature of the driving motor is too high/too low, the bus of the driving motor is overvoltage/undervoltage, the motor is blocked, the sensor is faulty, and the communication failure with the meter and the accessory electrical equipment.
  • the main controller VCU1 three-level fault includes the motor controller/main controller hardware failure, motor controller bus overvoltage/undervoltage, Motor controller temperature is too high/too low, driving motor temperature is too high/too low, driving motor bus overvoltage/undervoltage, motor blocked, contactor failure, communication failure with BMS, brake pedal, accelerator pedal, gear shift Panel failure, etc.
  • the main controller VCU1 reduces the driving power to 0, the driving torque to 0, the first battery management system BMS1 and the second battery management system BMS2 limit the discharge current to 0; when the vehicle speed is less than or equal to 5km/h, and the first battery management system
  • the power output bus current of the BMS1 or the second battery management system BMS2 is less than 20A
  • the main controller VCU1 stops the electrical equipment enable, disconnects the electrical equipment contactor, and sends the first battery management system BMS1 and the second battery management system BMS2
  • the first battery management system BMS1 and the second battery management system BMS2 respectively receive the high-voltage power-off command sent by the main controller VCU1, and disconnect their respective total positive/total negative contactors, respectively.
  • the contactor disconnection state is sent to the main controller VCU1 respectively.
  • the first battery management system BMS1 and the second battery management system BMS2 enter the dormant state after a delay of 2s.
  • the main controller VCU1 receives the first battery management system BMS1 and the first battery management system BMS1 and the second battery management system BMS2. 2. After the total positive/total negative contactor is disconnected from the battery management system BMS2, the vehicle controller VCU also enters the dormant state, and the power-off is complete;
  • the first battery management system BMS1 or the second battery management system BMS2 has a three-level failure.
  • the first battery management system BMS1 or the second battery management system BMS2 has a three-level failure including battery management system hardware failure, battery The total group voltage is too high/too low, the temperature is too high, the cell voltage is too low/too high, the SOC is too high/too low, the current acquisition failure, the charger, the slave control, the vehicle communication failure, the contactor failure, etc.
  • the first battery management system BMS1 or the second battery management system BMS2 limits its discharge current to 0, and then sends a request for high-voltage disconnection to the main controller VCU1.
  • the vehicle controller VCU Reduce the driving power to 0 and the driving torque to 0.
  • the main controller VCU1 stops the electrical equipment enable , Disconnect the electrical equipment contactor, and send the first battery management system BMS1 and the second battery management system BMS2 high-voltage power-off instructions;
  • first battery management system BMS1 and the second battery management system BMS2 After the first battery management system BMS1 and the second battery management system BMS2 receive the high-voltage power-off instruction sent by the main controller VCU1, they disconnect their respective total positive/total negative contactors. If the main control is not received for more than 30s The high-voltage power-off command sent by the VCU1 directly disconnects the total positive/total negative contactor.
  • the first battery management system BMS1 and the second battery management system BMS2 send the contactor disconnection state to the main controller VCU1, the first battery After the management system BMS1 and the second battery management system BMS2 enter the dormant state after a delay of 2s, the main controller VCU1 receives the disconnection state of the total positive/total negative contactor of the first battery management system BMS1 and the second battery management system BMS2, the whole vehicle The controller VCU also enters the dormant state, and power contacts are turned off.
  • the control method also includes a charging process, wherein:
  • the main controller VCU1 When the charging gun is charging, wake up the main controller VCU1, the auxiliary controller VCU2, the first battery management system BMS1 and the second battery management system BMS2; the first battery management system BMS1 detects the gun insertion status and sends this status to the main controller VCU1, the main controller VCU1 and the auxiliary controller VCU2 output charging control and respectively control the meter, the high-voltage cabinet and the all-in-one power relay to close, the main controller VCU1, the auxiliary controller VCU2 and the first battery management system BMS1 are self-checking without obstacles , The main controller VCU1 sends a high-voltage power-on command to the first battery management system BMS1.
  • the first battery management system BMS1 After receiving the power-on command, the first battery management system BMS1 closes the total positive and total negative contactors of the battery pack B1, and then closes the state Send to the main controller VCU1. After receiving it, the main controller VCU1 judges whether the SOC of the second battery management system BMS2 is less than 80% and whether the self-check is unobstructed. If so, the main controller VCU1 sends the second battery management system BMS2 high voltage After receiving the power-on command, the second battery management system BMS2 closes the total negative contactor of the on-board battery pack B2 and sends the closed state to the main controller VCU1.
  • the main controller VCU1 After the main controller VCU1 receives the closed state, the main The controller VCU1 sends instructions to the auxiliary controller VCU2 to control the closing of the DCDC1 charging pre-charge contactor. After the pre-charge is completed, the auxiliary controller closes the DCDC1 charging contactor, and then the main controller VCU1 sends the second battery management system BMS2 to close the charging DCDC2 charging Pre-charge command, the second battery management system BMS2 receives its command and closes the DCDC2 charging pre-charge. After the pre-charge is completed, closes the DCDC2 charging contactor. The second battery management system BMS2 sends the charging contactor closed state to the main controller VCU1DCDC2.
  • the battery management system BMS2 enters the charging process, and then the main controller VCU1 closes the accessory contactor. At this time, the high voltage is successfully powered on.
  • the main controller VCU1 sends the DCDC transformation system enable and DC/DC enable, the whole vehicle enters the charging state ; Among them, the DCDC2 charging pre-charge contactor and the charging contactor control the output circuit of the DCDC transformer system.
  • the auxiliary controller VCU2 directly closes the accessory and outputs the positive and negative contactors, and the main controller VCU1 sends DC/DC enable To enter the vehicle charging state;
  • the second battery management system BMS2 controls the disconnection of the charging contactor and at the same time sends out the charging contactor disconnection state.
  • the main controller VCU1 receives the charging contactor disconnection state, it disconnects the DCDC transformation system and stops the DC/ After the DC enable output, the accessory contactor is disconnected, the main controller VCU1 sends the second battery management system BMS2 to disconnect the DCDC2 charging contactor command, and the second battery management system BMS2 disconnects the DCDC2 charging contactor after receiving the command and sends it to disconnect Status:
  • the auxiliary controller VCU2 disconnects the DCDC1 charging contactor. At this time, the vehicle controller VCU stops outputting the charging control, and the charging is completed;
  • the battery pack When the vehicle is running, the battery pack is charged to the on-board battery pack by replacing the battery pack.
  • the second battery management system BMS2 sends the SOC The status is sent to the main controller VCU1.
  • the main controller VCU1 judges whether the power of the battery pack B1 is greater than the power of the on-board battery pack B2. If so, the main controller VCU1 sends a command to the auxiliary controller VCU2 to close the DCDC1 charging and pre-charging contactor.
  • the main controller VCU1 After the charging is completed, close the DCDC1 charging contactor, and then the main controller VCU1 sends the second battery management system BMS2 to close the charging DCDC2 charging pre-charge command.
  • the second battery management system BMS2 closes the DCDC2 charging pre-charge after receiving the command.
  • the second battery management system BMS2 sends the charging contactor closed state to the main controller VCU1DCDC2, the second battery management system BMS2 enters the charging process, and the vehicle controller VCU sends the DCDC transformation system enable and enters the charging mode
  • the DCDC2 charging contactor is disconnected.
  • the main controller VCU1 disconnects the DCDC transformation system enable, and then instructs the auxiliary controller VCU2 to disconnect the DCDC1 charging contactor, and the charging process ends.
  • the present invention also provides an electric vehicle, which has the above-mentioned dual-source control system.

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Abstract

A dual-source control system, a control method, and an electric vehicle having the dual-source control system. The dual-source control system comprises a vehicle control unit, a replacement battery high-voltage power distribution cabinet, a vehicle-mounted high-voltage power distribution cabinet and a DCDC transformation system. The DCDC transformation system is provided between a replacement battery pack and a vehicle-mounted battery pack, and is used for converting an output voltage of the replacement battery pack to an input voltage satisfying the vehicle-mounted battery pack, achieving voltage matching between the replacement battery pack and the vehicle-mounted battery pack; by means of the dual-source control system, the replacement battery pack distributes stored electric energy to a motor by means of the replacement battery high-voltage power distribution cabinet and the vehicle-mounted high-voltage power distribution cabinet, and the vehicle-mounted battery pack distributes stored electric energy to an accessory electric device by means of the vehicle-mounted high-voltage power distribution cabinet, thereby improving the utilization rate of the battery, and greatly extending the driving mileage of the electric vehicle; and the replacement battery pack can be replaced, and can be charged by plugging a gun, providing better experience for a user of a pure electric vehicle.

Description

双源控制***及其控制方法、电动汽车Dual-source control system, control method thereof, and electric vehicle 技术领域Technical field
本发明属于电动汽车的动力电池技术领域，特别是一种双源控制***及其控制方法，以及具有该双源控制***的电动汽车。The invention belongs to the technical field of power batteries for electric vehicles, in particular to a dual-source control system and a control method thereof, and an electric vehicle with the dual-source control system.
背景技术Background technique
电动汽车作为一种新能源交通工具，具有噪音低、能源利用效率高、无移动废弃排放等优点。能源供给是电动汽车产业链中的重要环节。目前，电动汽车的能源供应有两种：插充和换电池。As a new energy vehicle, electric vehicles have the advantages of low noise, high energy utilization efficiency, and no mobile waste emissions. Energy supply is an important link in the electric vehicle industry chain. Currently, there are two types of energy supply for electric vehicles: plug-in charging and battery replacement.
在插充模式下，制约电动汽车发展的电池问题尤为突出：一方面购买电池的初期投资成本太大，一般占到电动汽车本体费用的一半以上，昂贵的电池成本在很大程度上阻碍了电动汽车的推广；另一方面，插充的方式可分为慢充和快充，其中，慢充一般需要4～5h，即使快充也需要0.5h，与当前传统汽车的加油或加气相比，电动汽车获取能源的便捷性远不能满足人们的需求；同时，快充对电池有较大的损伤，容易造成电池的寿命急剧衰减，因此实际上也进一步的增加了电动汽车的电池成本。In the plug-in charging mode, the battery problem that restricts the development of electric vehicles is particularly prominent: on the one hand, the initial investment cost of buying batteries is too large, generally accounting for more than half of the cost of electric vehicles, and the expensive battery costs have largely hindered electric vehicles. The promotion of automobiles; on the other hand, the plug-in charging methods can be divided into slow charging and fast charging. Among them, slow charging generally requires 4 to 5 hours, and even fast charging requires 0.5 hours. Compared with the current traditional car refueling or refueling, The convenience of electric vehicles to obtain energy is far from meeting people's needs; at the same time, fast charging has great damage to the battery, which is likely to cause the battery's life to decline sharply, so in fact, it also further increases the battery cost of electric vehicles.
与插充模式相比，换电池的方式一般可在几分钟内完成，但是仍旧存在着要求电池等标准统一的问题，另外，若采用换电池方式的车辆大规模运行时，可能会造成部分充电站及配送站较为拥挤的状态。Compared with the plug-in charging mode, the battery replacement method can generally be completed within a few minutes, but there are still problems that require uniform standards such as the battery. In addition, if the vehicle that uses the battery replacement method runs on a large scale, it may cause partial charging. The station and the distribution station are crowded.
发明内容Summary of the invention
本发明的目的在于克服现有技术中的不足，提供一种双源控制***，其能够结合换电电池和车载电池的双源模式，实现以换电为主，插充为辅的能源供应模式。The purpose of the present invention is to overcome the deficiencies in the prior art and provide a dual-source control system, which can combine the dual-source mode of battery swapping and on-board battery to realize an energy supply mode that relies on battery swapping as the main and plug-in charging as a supplement. .
为了实现上述目的，本发明采用以下技术方案予以实现：In order to achieve the above objectives, the present invention adopts the following technical solutions to achieve:
一种双源控制***，包括：A dual-source control system, including:
整车控制器，其采集加速踏板、制动踏板、换挡位置和车速信号灯的信号，使用CAN总线与电机控制器和电源管理***通信，实现对整车的管理与控制；The vehicle controller, which collects the signals of the accelerator pedal, brake pedal, shift position and vehicle speed signal light, and uses the CAN bus to communicate with the motor controller and power management system to realize the management and control of the entire vehicle;
换电电池高压配电柜，其中配设有换电电池组并采用第一电池管理***进行管理；High-voltage power distribution cabinet for battery swapping, equipped with swapping battery packs and using the first battery management system for management;
车载高压配电柜，其中配设有车载电池组并采用第二电池管理***进行管理；On-board high-voltage power distribution cabinet, which is equipped with on-board battery packs and is managed by the second battery management system;
DCDC变压***，其设置在换电电池组与车载电池组之间，用于将换电电池组的输出电压变换为满足车载电池组的输入电压，实现换电电池组与车载电池组之间的电压匹配；The DCDC voltage transformation system is set between the battery pack and the vehicle battery pack, and is used to transform the output voltage of the battery pack into the input voltage that meets the input voltage of the vehicle battery pack, so as to realize the exchange between the battery pack and the vehicle battery pack. Voltage matching;
其中，所述的整车控制器包括主控制器和辅助控制器，所述的主控制器用于控制整车行车，所述的辅助控制器用于控制电机输出正、负接触器，附件输出正、负接触器，DCDC1充电预充接触器和充电接触器，所述的DCDC1充电预充接触器和充电接触器是控制DCDC变压***的输入端电路。Wherein, the vehicle controller includes a main controller and an auxiliary controller. The main controller is used to control the driving of the whole vehicle, the auxiliary controller is used to control the motor output positive and negative contactors, and the accessory outputs positive and negative contactors. Negative contactor, DCDC1 charging pre-charging contactor and charging contactor, said DCDC1 charging pre-charging contactor and charging contactor are the input end circuits for controlling the DCDC transformer system.
本发明还提供了一种上述双源控制***的控制方法，所述的控制方法包括上电过程和下电过程，其中：The present invention also provides a control method of the above-mentioned dual-source control system. The control method includes a power-on process and a power-off process, wherein:
(1)上电过程(1) Power-on process
启动钥匙拧到ON档后，主控制器、辅助控制器、第一电池管理***和第二电池管理***均被唤醒；After the start key is turned to ON, the main controller, auxiliary controller, the first battery management system and the second battery management system are all awakened;
(1.1)主控制器自检完成且未检测到换电完成，第一电池管理***自检故障，第二电池管理***自检无故障，此时整车控制器发送第二电池管理***高压上电指令，所述的第二电池管理***接收到主控制器的上电指令后控制闭合车载电池组总正或总负接触器，并将其闭合状态发送至主控制器，若SOC大于50％，则第二电池管理***进入放电逻辑，其中，SOC为电池的剩余电量占电池容量的比值；(1.1) The main controller self-check is completed and the replacement is not detected, the first battery management system has a self-check failure, and the second battery management system has no failure in the self-check. At this time, the vehicle controller sends the second battery management system to the high voltage. After receiving the power-on command from the main controller, the second battery management system controls the closing of the total positive or total negative contactor of the on-board battery pack, and sends its closed state to the main controller. If the SOC is greater than 50% , The second battery management system enters the discharge logic, where SOC is the ratio of the remaining power of the battery to the battery capacity;
所述的主控制器接收到第二电池管理***总负闭合指令后，主控制器发送指令至辅助控制器使其控制闭合电机输出正、负接触器，主控制器再闭合电机预充接触器，预充完成后闭合附件接触器，整车控制器进入行车使能逻辑，否则预充失败或上电失败；After the main controller receives the total negative closing command of the second battery management system, the main controller sends the command to the auxiliary controller to control the closing of the motor output positive and negative contactors, and the main controller then closes the motor precharge contactor , Close the accessory contactor after the pre-charge is completed, and the vehicle controller enters the driving enable logic, otherwise the pre-charge fails or the power-on fails;
若第二电池管理***自检故障，则不允许上电；If the second battery management system has a self-check failure, it is not allowed to be powered on;
(1.2)在换电完成的情况下，若主控制器、辅助控制器、第一电池管理***和第二电池管理***自检均无故障，即整车控制器未收到第一电池管理*** 三级故障开关信号和第二电池管理***三级故障开关信号，此时主控制器发送第一电池管理***高压上电指令，第一电池管理***接收到来自主控制器的上电指令后闭合换电电池组的总正、负接触器，并将其闭合状态发送至主控制器；(1.2) In the case of the completion of the battery replacement, if the main controller, auxiliary controller, the first battery management system and the second battery management system self-check all have no faults, that is, the vehicle controller has not received the first battery management system The three-level fault switch signal and the third-level fault switch signal of the second battery management system. At this time, the main controller sends the first battery management system high-voltage power-on command, and the first battery management system receives the power-on command from the autonomous controller and then closes for replacement. The total positive and negative contactors of the electric battery pack, and send their closed state to the main controller;
若第一电池管理***未检测到插枪状态，则进入放电逻辑；If the first battery management system does not detect the gun insertion state, it enters the discharge logic;
所述的主控制器接收到第一电池管理***的总正、负闭合指令后，主控制器发送第二电池管理***高压上电指令，且该第二电池管理***接收到主控制器的上电指令后闭合车载电池组的总负接触器，并将其闭合状态发送至主控制器；主控制器接收到车载电池组的总负闭合指令，且未接收到插枪状态时，主控制器闭合预充接触器，预充完成后闭合附件接触器，整车控制器进入行车使能逻辑，否则预充失败或上电失败；After the main controller receives the total positive and negative closing instructions of the first battery management system, the main controller sends the second battery management system high-voltage power-on instruction, and the second battery management system receives the upper After the electrical command, close the total negative contactor of the vehicle battery pack, and send its closed state to the main controller; when the main controller receives the total negative close command of the vehicle battery pack and does not receive the gun insertion state, the main controller Close the pre-charge contactor. After the pre-charge is completed, close the accessory contactor, and the vehicle controller enters the driving enable logic, otherwise the pre-charge fails or the power-on fails;
(1.3)在换电完成的情况下，若主控制器、辅助控制器和第一电池管理***自检无故障，第二电池管理***自检故障，即主控制器收到第二电池管理***的故障开关信号，则主控制器发送第一电池管理***高压上电指令，第一电池管理***接收到主控制器的上电指令后闭合换电电池组的总正、负接触器，并将其闭合状态发送至主控制器；(1.3) In the case of the completion of the power replacement, if the main controller, auxiliary controller and the first battery management system have no failure in the self-check, the second battery management system fails in the self-check, that is, the main controller receives the second battery management system The main controller sends the first battery management system high-voltage power-on command. The first battery management system closes the total positive and negative contactors of the battery pack after receiving the power-on command from the main controller, and then The closed state is sent to the main controller;
若第一电池管理***未检测到插枪状态，则进入放电逻辑；If the first battery management system does not detect the gun insertion state, it enters the discharge logic;
所述的主控制器接收到第一电池管理***的总正、负闭合指令，且未收到插枪状态后，主控制器控制闭合预充接触器，预充完成后发送指令至辅助控制器使其控制闭合附件输出正、负接触器，主控制器再闭合附件接触器；整车控制器进入行车使能逻辑，否则预充失败或上电失败；After the main controller receives the total positive and negative closing instructions of the first battery management system, and does not receive the gun insertion state, the main controller controls the closing of the pre-charge contactor, and sends the instruction to the auxiliary controller after the pre-charge is completed Make it control and close the accessory output positive and negative contactor, and the main controller will close the accessory contactor; the whole vehicle controller enters the driving enable logic, otherwise the precharge fails or the power fails;
(2)下电过程(2) Power-off process
(2.1)若在电动汽车的行驶过程中，第一电池管理***和第二电池管理***出现二级故障，则第一电池管理***和第二电池管理***限制允许放电电流60％；(2.1) If a secondary fault occurs in the first battery management system and the second battery management system during the driving of the electric vehicle, the first battery management system and the second battery management system limit the allowable discharge current by 60%;
若主控制器出现二级故障，则主控制器降低电机驱动功率60％；If the main controller has a secondary fault, the main controller will reduce the motor drive power by 60%;
(2.2)若ON档消失或主控制器三级故障(2.2) If the ON gear disappears or the main controller level 3 fault
主控制器降低驱动功率为0，驱动扭矩为0，第一电池管理***和第二电池管理***限制放电电流为0；当车速≤5km/h，且第一电池管理***或第二电池管理***的动力输出母线电流小于20A，主控制器停止用电设备使能，断开用电 设备接触器，并发送第一电池管理***和第二电池管理***高压下电指令，所述的第一电池管理***和第二电池管理***分别接收到主控制器发送的高压下电指令后，分别断开各自的总正/总负接触器，并分别发送接触器断开状态给主控制器，所述的第一电池管理***和第二电池管理***延时2s进入休眠状态，主控制器接收到第一电池管理***和第二电池管理***发出的总正/总负接触器断开状态后，整车控制器也进入休眠状态，下电结束；The main controller reduces the driving power to 0, the driving torque to 0, the first battery management system and the second battery management system limit the discharge current to 0; when the vehicle speed is ≤5km/h, and the first battery management system or the second battery management system The power output bus current of the power output is less than 20A, the main controller stops the electrical equipment enabling, disconnects the electrical equipment contactor, and sends the first battery management system and the second battery management system high-voltage power-off instructions, the first battery After receiving the high-voltage power-off instruction sent by the main controller, the management system and the second battery management system respectively disconnect their respective total positive/total negative contactors, and respectively send the contactor disconnection status to the main controller. The first battery management system and the second battery management system enter the sleep state after a delay of 2s. After the main controller receives the total positive/total negative contactor disconnection state sent by the first battery management system and the second battery management system, the whole The car controller also enters the dormant state, and the power-off ends;
(2.3)第一电池管理***或第二电池管理***三级故障(2.3) Level 3 failure of the first battery management system or the second battery management system
第一电池管理***或第二电池管理***限制其放电电流为0，然后向主控制器发送请求高压断开，主控制器接收到请求高压断开指令后，整车控制器降低驱动功率为0，驱动扭矩为0，当车速≤5km/h，且第一电池管理***或第二电池管理***的动力输出母线电流小于20A，主控制器停止用电设备使能，断开用电设备接触器，并发送第一电池管理***和第二电池管理***高压下电指令；The first battery management system or the second battery management system limits its discharge current to 0, and then sends a request for high-voltage disconnection to the main controller. After the main controller receives the request for high-voltage disconnection, the vehicle controller reduces the driving power to 0 , The driving torque is 0, when the vehicle speed is less than or equal to 5km/h, and the power output bus current of the first battery management system or the second battery management system is less than 20A, the main controller stops the electrical equipment enabling and disconnects the electrical equipment contactor , And send high-voltage power-off instructions for the first battery management system and the second battery management system;
所述的第一电池管理***和第二电池管理***接收到主控制器发送的高压下电指令后，断开各自的总正/总负接触器，若超过30s未收到主控制器发送的高压下电指令，则直接断开总正/总负接触器，同时第一电池管理***和第二电池管理***发送接触器断开状态至主控制器，第一电池管理***和第二电池管理***延时2s进入休眠状态，主控制器接收到第一电池管理***和第二电池管理***总正/总负接触器断开状态后，整车控制器也进入休眠状态，下电接触。After the first battery management system and the second battery management system receive the high-voltage power-off instruction sent by the main controller, they disconnect their respective total positive/total negative contactors, and if it exceeds 30s, they do not receive the command from the main controller. The high-voltage power-off command directly disconnects the total positive/total negative contactor, and the first battery management system and the second battery management system send the contactor disconnection state to the main controller, the first battery management system and the second battery management The system enters the dormant state after a delay of 2s. After the main controller receives the disconnected state of the total positive/total negative contactor of the first battery management system and the second battery management system, the vehicle controller also enters the dormant state, and the electrical contact is turned off.
优选的，所述的控制方法还包括充电过程，其中：Preferably, the control method further includes a charging process, wherein:
(1)未换电且插枪充电状态(1) The battery is not changed and the charging state is inserted into the gun
充电枪充电时，唤醒主控制器、辅助控制器、第一电池管理***和第二电池管理***；第一电池管理***检测到插枪状态后将此状态发送至主控制器，主控制器和辅助控制器输出充电控制并分别控制仪表、高压柜和多合一电源继电器闭合，主控制器、辅助控制器和第一电池管理***自检无障碍后，主控制器给第一电池管理***发送高压上电指令，第一电池管理***收到上电指令后，闭合换电电池组的总正、总负接触器，然后将闭合状态发送至主控制器，主控制器收到后判断第二电池管理***的SOC是否小于80％且自检是否无障碍，若是，则主控制器发送第二电池管理***高压上电指令，且在第二电池管理***收到上电指令后，闭合车载电池组总负接触器，并将闭合状态发送至主控制器， 主控制器接收到闭合状态后，主控制器发送指令至辅助控制器使其控制闭合DCDC1充电预充接触器，预充完成后辅助控制器闭合DCDC1充电接触器，然后主控制器发送第二电池管理***闭合充电DCDC2充电预充指令，第二电池管理***收到其指令后闭合DCDC2充电预充，预充完成后闭合DCDC2充电接触器，第二电池管理***发送给主控制器DCDC2充电接触器闭合状态，第二电池管理***进入充电流程，然后主控制器闭合附件接触器，此时高压上电成功，主控制器发送DCDC变压***使能及DC/DC使能后，整车进入充电状态；其中，DCDC2充电预充接触器和充电接触器是控制DCDC变压***输出端电路。When the charging gun is charging, wake up the main controller, the auxiliary controller, the first battery management system and the second battery management system; the first battery management system detects the state of the plug-in gun and sends this state to the main controller, the main controller and The auxiliary controller outputs charging control and respectively controls the meter, high-voltage cabinet and the all-in-one power relay to close. After the main controller, auxiliary controller and the first battery management system self-check without obstacles, the main controller sends to the first battery management system High-voltage power-on command. After the first battery management system receives the power-on command, it closes the total positive and total negative contactors of the battery pack, and then sends the closed state to the main controller. The main controller judges the second after receiving it. Whether the SOC of the battery management system is less than 80% and the self-check is unobstructed, if so, the main controller sends the second battery management system high-voltage power-on command, and after the second battery management system receives the power-on command, closes the on-board battery Group the negative contactor and send the closed state to the main controller. After the main controller receives the closed state, the main controller sends instructions to the auxiliary controller to control the closing of the DCDC1 charging and precharging contactor. After the precharging is completed, the auxiliary The controller closes the DCDC1 charging contactor, and then the main controller sends the second battery management system close charging DCDC2 charging pre-charge command, the second battery management system closes the DCDC2 charging pre-charge after receiving its command, and closes the DCDC2 charging contact after the pre-charge is completed The second battery management system sends the DCDC2 charging contactor closed state to the main controller. The second battery management system enters the charging process, and then the main controller closes the accessory contactor. At this time, the high-voltage power-on is successful, and the main controller sends the DCDC change After the voltage system is enabled and the DC/DC is enabled, the whole vehicle enters the charging state; among them, the DCDC2 charging pre-charge contactor and the charging contactor are the output circuits that control the DCDC transformation system.
若第二电池管理***的SOC大于80％，则不需要给车载电池组充电，此时辅助控制器直接闭合附件输出正、负接触器后，主控制器发送DC/DC使能，进入整车充电状态；If the SOC of the second battery management system is greater than 80%, there is no need to charge the on-board battery pack. At this time, after the auxiliary controller directly closes the accessory and outputs the positive and negative contactors, the main controller sends the DC/DC enable to enter the vehicle charging;
充电完成后，第二电池管理***控制断开充电接触器，同时发出充电接触器断开状态，主控制器接收到该充电接触器断开状态后断开DCDC变压***，停止DC/DC使能输出后断开附件接触器，主控制器发送第二电池管理***断开DCDC2充电接触器指令，第二电池管理***接收指令后断开DCDC2充电接触器并发送其断开状态，主控制器收到断开状态后让辅助控制器断开DCDC1充电接触器，此时整车控制器停止输出充电控制，充电完成；After the charging is completed, the second battery management system controls the disconnection of the charging contactor, and at the same time sends out the charging contactor disconnection status. After the main controller receives the charging contactor disconnection status, it disconnects the DCDC transformation system and stops the DC/DC operation. After the output is able to disconnect the accessory contactor, the main controller sends the command of the second battery management system to disconnect the DCDC2 charging contactor. After receiving the command, the second battery management system disconnects the DCDC2 charging contactor and sends its disconnected state, the main controller After receiving the disconnection status, let the auxiliary controller disconnect the DCDC1 charging contactor, at this time, the vehicle controller stops outputting the charging control, and the charging is completed;
(2)车辆运行中换电电池组向车载电池组充电(2) Changing the battery pack to charge the on-board battery pack during vehicle operation
在车辆行驶过程中，车载电池组电量SOC小于50％时，第二电池管理***发送SOC状态给主控制器，主控制器判断换电电池组的电量是否大于车载电池组的电量，若是，主控制器发送指令给辅助控制器闭合DCDC1充电预充接触器，预充完成后闭合DCDC1充电接触器，然后主控制器发送第二电池管理***闭合充电DCDC2充电预充指令，第二电池管理***收到其指令后闭合DCDC2充电预充，预充完成后闭合DCDC2充电接触器，第二电池管理***发送给主控制器DCDC2充电接触器闭合状态，第二电池管理***进入充电流程，整车控制器发送DCDC变压***使能，进入充电模式，充电完成后，DCDC2充电接触器断开，主控制器收到DCDC2充电断开指令后断开DCDC变压***使能，然后指令辅助控制器断开DCDC1充电接触器，充电过程结束。When the vehicle is running, when the SOC of the on-board battery pack is less than 50%, the second battery management system sends the SOC status to the main controller, and the main controller determines whether the battery pack’s power is greater than the on-board battery pack. If so, the main The controller sends an instruction to the auxiliary controller to close the DCDC1 charging precharge contactor. After the precharge is completed, the DCDC1 charging contactor is closed, and then the main controller sends the second battery management system to close the charging DCDC2 charging precharge command, and the second battery management system receives After the instruction is reached, the DCDC2 charging pre-charge is closed. After the pre-charging is completed, the DCDC2 charging contactor is closed. The second battery management system sends the DCDC2 charging contactor closed state to the main controller. The second battery management system enters the charging process and the vehicle controller Send the DCDC transformer system enable and enter the charging mode. After the charging is completed, the DCDC2 charging contactor is disconnected. The main controller will disconnect the DCDC transformer system enable after receiving the DCDC2 charging disconnect command, and then instruct the auxiliary controller to disconnect DCDC1 charging contactor, the charging process ends.
本发明还提供了一种电动汽车，所述的电动汽车具有上述双源控制***。The present invention also provides an electric vehicle, which has the above-mentioned dual-source control system.
与现有技术相比，本发明具有以下技术效果：Compared with the prior art, the present invention has the following technical effects:
本发明提供的双源控制***，由整车控制器通过CAN总线与电机控制器和电源管理***进行通讯，判断整车的运行状况，并通过硬线控制换电电池高压配电柜里的继电器断开与吸合，来控制各高压电路输出。具体的优势表现在：In the dual-source control system provided by the present invention, the vehicle controller communicates with the motor controller and the power management system through the CAN bus to determine the operating status of the vehicle, and controls the relays in the high-voltage power distribution cabinet of the battery exchange through hard-wired Disconnect and pull in to control the output of each high-voltage circuit. The specific advantages are shown in:
其一、在满足继电器闭合条件后，换电电池组将储存的电能通过换电高压配电柜及车载高压配电柜分配给电机，车载电池组将储存的电能通过车载高压配电柜及换电电池高压配电柜分配给附件用电设备，提高了电池利用率，可大大的延长电动汽车的续驶里程；First, after meeting the relay closing conditions, the battery pack will distribute the stored electric energy to the motor through the exchange high-voltage power distribution cabinet and the on-board high-voltage power distribution cabinet, and the on-board battery pack will pass the stored electric energy through the on-board high-voltage power distribution cabinet and exchange it. The electric battery high-voltage power distribution cabinet is allocated to the accessory electric equipment, which improves the battery utilization rate and can greatly extend the driving range of electric vehicles;
其二、整车控制器可控制换电电池组通过DCDC变压***给车载电池组充电，确保了车载电池有足够的动力提供给附件用电设备；Second, the vehicle controller can control the swap battery pack to charge the on-board battery pack through the DCDC transformation system, ensuring that the on-board battery has enough power to provide accessory electrical equipment;
其三、通过该双源控制***，换电电池组可在换电站进行更换，也可以进行插枪充电，也避免了换电站过于拥挤，使得纯电动汽车用户获得更好的体验；Third, through the dual-source control system, the battery pack can be replaced in a swap station, and can also be charged by plugging in a gun, which also avoids the overcrowding of the swap station, allowing pure electric vehicle users to get a better experience;
其四、通过该双源控制***，若换电电池组出现故障，可切换成车载电池组给整车提供动力，反之亦然；因此，不论哪组电池出现故障，都可短时为整车提供动力，确保了司机能够开至最近的维修站，保证其安全性。Fourth, through the dual-source control system, if the battery pack fails, it can be switched to an on-board battery pack to provide power to the vehicle, and vice versa; therefore, no matter which battery pack fails, it can be used for the entire vehicle for a short time. The power is provided to ensure that the driver can drive to the nearest maintenance station and ensure its safety.
本发明的其他特征和优点将在随后的具体实施方式中予以详细说明。Other features and advantages of the present invention will be described in detail in the following specific embodiments.
附图说明Description of the drawings
图1为本发明提供的双源控制***的示意图；Figure 1 is a schematic diagram of the dual source control system provided by the present invention;
图2为本发明提供的具有该双源控制***的电动车在上下电过程中的流程图；2 is a flowchart of the electric vehicle with the dual-source control system provided by the present invention during the power-on and power-off process;
图3为本发明提供的具有该双源控制***的电动车在充电过程中的流程图；Figure 3 is a flowchart of the electric vehicle with the dual-source control system provided by the present invention during the charging process;
图4为本发明中换电电池组给车载电池组充电流程图。Fig. 4 is a flowchart of charging the vehicle battery pack by replacing the battery pack in the present invention.
具体实施方式detailed description
为了使本发明实现的技术手段、创作特征、达成目的与功效易于明白了解，下面结合具体附图，进一步阐明本发明。In order to make the technical means, creative features, objectives and effects of the present invention easy to understand, the present invention will be further clarified below in conjunction with specific drawings.
结合图1所示，本发明提供了一种双源控制***，包括整车控制器、换电电池高压配电柜、车载高压配电柜和DCDC变压***；所述的整车控制器用于 采集加速踏板、制动踏板、换挡位置和车速信号灯的信号，使用CAN总线与电机控制器和电源管理***通信，实现对整车的管理与控制；所述的换电电池高压配电柜中配设有换电电池组B1并采用第一电池管理***进行管理；所述的车载高压配电柜中配设有车载电池组B2并采用第二电池管理***进行管理；所述的DCDC变压***设置在换电电池组B1与车载电池组B2之间，用于将换电电池组B1的输出电压变换为满足车载电池组B2的输入电压，实现换电电池组B1与车载电池组B2之间的电压匹配；其中，所述的整车控制器包括主控制器VCU1和辅助控制器VCU2，所述的主控制器VCU1用于控制整车行车，所述的辅助控制器VCU2用于控制电机输出正、负接触器，附件输出正、负接触器，DCDC1充电预充接触器和充电接触器，所述的DCDC1充电预充接触器和充电接触器是控制DCDC变压***的输入端电路。As shown in Figure 1, the present invention provides a dual-source control system, including a vehicle controller, a battery high-voltage power distribution cabinet, a vehicle-mounted high-voltage power distribution cabinet, and a DCDC transformer system; the vehicle controller is used for Collect the signals of the accelerator pedal, brake pedal, shift position and vehicle speed signal light, and use CAN bus to communicate with the motor controller and power management system to realize the management and control of the entire vehicle; in the high-voltage power distribution cabinet for battery replacement The battery pack B1 is equipped with a battery pack and is managed by the first battery management system; the on-board high-voltage power distribution cabinet is equipped with the battery pack B2 on-board and is managed by the second battery management system; the DCDC transformation The system is set up between the battery pack B1 and the vehicle battery pack B2 to transform the output voltage of the battery pack B1 into an input voltage that satisfies the input voltage of the vehicle battery pack B2, so as to realize the exchange of the battery pack B1 and the vehicle battery pack B2. Voltage matching between the vehicle; wherein, the vehicle controller includes a main controller VCU1 and an auxiliary controller VCU2, the main controller VCU1 is used to control the vehicle driving, the auxiliary controller VCU2 is used to control the motor Output positive and negative contactors, accessory output positive and negative contactors, DCDC1 charging pre-charging contactor and charging contactor, the DCDC1 charging pre-charging contactor and charging contactor are the input circuits for controlling the DCDC transformation system.
本发明提供的该双源控制***用于控制向电机驱动***和高压附件***的电能供应，所述的电机驱动***用于提供电动汽车的行驶动力，所述的高压附件***包括除霜、空调、打气泵和转向泵。The dual-source control system provided by the present invention is used to control the power supply to the motor drive system and the high-voltage accessory system. The motor drive system is used to provide driving power for electric vehicles. The high-voltage accessory system includes defrosting and air conditioning. , Air pump and steering pump.
本发明还提供了一种该双源控制***的控制方法，所述的控制方法包括上电过程和下电过程，具体的，结合图2所示：The present invention also provides a control method of the dual-source control system. The control method includes a power-on process and a power-off process. Specifically, it is shown in conjunction with FIG. 2:
(1)上电过程(1) Power-on process
启动钥匙拧到ON档后，主控制器VCU1、辅助控制器VCU2、第一电池管理***BMS1和第二电池管理***BMS2均被唤醒；After the start key is turned to the ON position, the main controller VCU1, the auxiliary controller VCU2, the first battery management system BMS1 and the second battery management system BMS2 are all awakened;
(1.1)主控制器VCU1自检完成且未检测到换电完成，第一电池管理***BMS1自检故障，第二电池管理***BMS2自检无故障，此时整车控制器VCU发送第二电池管理***BMS2高压上电指令，所述的第二电池管理***BMS2接收到主控制器VCU1的上电指令后控制闭合车载电池组B2总正或总负接触器，并将其闭合状态发送至主控制器VCU1，若SOC大于50％，则第二电池管理***BMS2进入放电逻辑，其中，SOC为电池的剩余电量占电池容量的比值；(1.1) The main controller VCU1 completes the self-check and does not detect the completion of the battery replacement. The first battery management system BMS1 has a self-check failure, and the second battery management system BMS2 has no self-check. At this time, the vehicle controller VCU sends the second battery The management system BMS2 high-voltage power-on command, the second battery management system BMS2 receives the power-on command from the main controller VCU1 and controls the closing of the total positive or negative contactor of the on-board battery pack B2, and sends its closed state to the main The controller VCU1, if the SOC is greater than 50%, the second battery management system BMS2 enters the discharge logic, where the SOC is the ratio of the remaining battery power to the battery capacity;
所述的主控制器VCU1接收到第二电池管理***BMS2总负闭合指令后，主控制器VCU1发送指令至辅助控制器VCU2使其控制闭合电机输出正、负接触器，主控制器VCU1再闭合电机预充接触器，预充完成后闭合附件接触器，整车控制器VCU进入行车使能逻辑，否则预充失败或上电失败；After the main controller VCU1 receives the total negative closing command of the second battery management system BMS2, the main controller VCU1 sends the command to the auxiliary controller VCU2 to control the closing motor output positive and negative contactors, and the main controller VCU1 closes again Motor pre-charge contactor, close the accessory contactor after the pre-charge is completed, the vehicle controller VCU enters the driving enable logic, otherwise the pre-charge fails or the power-on fails;
若第二电池管理***BMS2自检故障，则不允许上电；If the second battery management system BMS2 has a self-check failure, it is not allowed to be powered on;
(1.2)在换电完成的情况下，若主控制器VCU1、辅助控制器VCU2、第一电池管理***BMS1和第二电池管理***BMS2自检均无故障，即整车控制器VCU未收到第一电池管理***BMS1三级故障开关信号和第二电池管理***BMS2三级故障开关信号，此时主控制器VCU1发送第一电池管理***BMS1高压上电指令，第一电池管理***BMS1接收到来自主控制器VCU1的上电指令后闭合换电电池组B1的总正、负接触器，并将其闭合状态发送至主控制器；(1.2) In the case of the replacement of the battery, if the main controller VCU1, the auxiliary controller VCU2, the first battery management system BMS1 and the second battery management system BMS2 have no faults in their self-checks, that is, the vehicle controller VCU has not received The first battery management system BMS1 three-level fault switch signal and the second battery management system BMS2 three-level fault switch signal, at this time the main controller VCU1 sends the first battery management system BMS1 high-voltage power-on instruction, and the first battery management system BMS1 receives it After the power-on command of the autonomous controller VCU1, the total positive and negative contactors of the battery pack B1 are closed, and their closed state is sent to the main controller;
若第一电池管理***BMS1未检测到插枪状态，则进入放电逻辑；If the first battery management system BMS1 does not detect the gun insertion state, it enters the discharge logic;
所述的主控制器VCU1接收到第一电池管理***BMS1的总正、负闭合指令后，主控制器VCU1发送第二电池管理***BMS2高压上电指令，且该第二电池管理***BMS2接收到主控制器VCU1的上电指令后闭合车载电池组B2的总负接触器，并将其闭合状态发送至主控制器VCU1；主控制器VCU1接收到车载电池组B2的总负闭合指令，且未接收到插枪状态时，主控制器VCU1闭合预充接触器，预充完成后闭合附件接触器，整车控制器VCU进入行车使能逻辑，否则预充失败或上电失败；After the main controller VCU1 receives the total positive and negative closing commands of the first battery management system BMS1, the main controller VCU1 sends the second battery management system BMS2 high-voltage power-on command, and the second battery management system BMS2 receives After the power-on command of the main controller VCU1, the total negative contactor of the on-board battery pack B2 is closed, and its closed state is sent to the main controller VCU1; the main controller VCU1 receives the total negative closing command of the on-board battery pack B2, and has not When receiving the gun insertion status, the main controller VCU1 closes the pre-charge contactor, after the pre-charge is completed, closes the accessory contactor, and the vehicle controller VCU enters the driving enable logic, otherwise the pre-charge fails or the power-on fails;
(1.3)在换电完成的情况下，若主控制器VCU1、辅助控制器VCU2和第一电池管理***BMS1自检无故障，第二电池管理***BMS2自检故障，即主控制器VCU1收到第二电池管理***BMS2的故障开关信号，则主控制器VCU1发送第一电池管理***BMS1高压上电指令，第一电池管理***BMS1接收到主控制器VCU1的上电指令后闭合换电电池组B1的总正、负接触器，并将其闭合状态发送至主控制器VCU1；(1.3) In the case of the completion of the power replacement, if the main controller VCU1, the auxiliary controller VCU2 and the first battery management system BMS1 self-check without failure, the second battery management system BMS2 self-check fails, that is, the main controller VCU1 receives The fault switch signal of the second battery management system BMS2, the main controller VCU1 sends the first battery management system BMS1 high-voltage power-on command, and the first battery management system BMS1 receives the power-on command from the main controller VCU1 and closes the battery pack. The total positive and negative contactor of B1, and send its closed state to the main controller VCU1;
若第一电池管理***BMS1未检测到插枪状态，则进入放电逻辑；If the first battery management system BMS1 does not detect the gun insertion state, it enters the discharge logic;
所述的主控制器VCU1接收到第一电池管理***BMS1的总正、负闭合指令，且未收到插枪状态后，主控制器VCU1控制闭合预充接触器，预充完成后发送指令至辅助控制器VCU2使其控制闭合附件输出正、负接触器，主控制器VCU1再闭合附件接触器；整车控制器VCU进入行车使能逻辑，否则预充失败或上电失败；After the main controller VCU1 receives the total positive and negative closing instructions of the first battery management system BMS1 and does not receive the gun insertion state, the main controller VCU1 controls the closing of the pre-charge contactor, and sends the instruction to The auxiliary controller VCU2 makes it control the closed accessory output positive and negative contactors, and the main controller VCU1 then closes the accessory contactors; the vehicle controller VCU enters the driving enable logic, otherwise the pre-charge or power-on fails;
(2)下电过程(2) Power-off process
(2.1)若在电动汽车的行驶过程中，第一电池管理***BMS1和第二电池 管理***BMS2出现二级故障，则第一电池管理***BMS1和第二电池管理***BMS2限制允许放电电流60％；具体的，所述的二级故障包括换电电池组B1或车载电池组B2出现总压过高/过低，温度过高/过低，单体电池的电压过高/过低，SOC过高/过低，绝缘阻值过低，插枪温度过高等。(2.1) If a secondary fault occurs in the first battery management system BMS1 and the second battery management system BMS2 during the driving of the electric vehicle, the first battery management system BMS1 and the second battery management system BMS2 limit the allowable discharge current to 60% Specifically, the second-level faults include the total voltage of the battery pack B1 or the vehicle-mounted battery pack B2 is too high/too low, the temperature is too high/too low, the voltage of the single battery is too high/too low, and the SOC is too high. High/too low, the insulation resistance is too low, the temperature of the plug-in gun is too high, etc.
若主控制器VCU1出现二级故障，则主控制器VCU1降低电机驱动功率60％；具体的，所述主控制器VCU1的二级故障包括有电机控制器母线的过压/欠压，电机控制器温度过高/过低，驱动电机温度过高/过低，驱动电机母线过压/欠压，电机堵转，传感器故障，与仪表、附件用电设备通讯故障等。If the main controller VCU1 has a secondary fault, the main controller VCU1 reduces the motor drive power by 60%; specifically, the secondary fault of the main controller VCU1 includes overvoltage/undervoltage of the motor controller bus, motor control The temperature of the motor is too high/too low, the temperature of the driving motor is too high/too low, the bus of the driving motor is overvoltage/undervoltage, the motor is blocked, the sensor is faulty, and the communication failure with the meter and the accessory electrical equipment.
(2.2)若ON档消失或主控制器VCU1三级故障，具体的，所述的主控制器VCU1三级故障包括电机控制器/主控制器硬件故障、电机控制器母线过压/欠压、电机控制器温度过高/过低、驱动电机温度过高/过低、驱动电机母线过压/欠压、电机堵转、接触器故障、与BMS通讯故障、制动踏板、油门踏板、换挡面板故障等。(2.2) If the ON gear disappears or the main controller VCU1 has a three-level fault, specifically, the main controller VCU1 three-level fault includes the motor controller/main controller hardware failure, motor controller bus overvoltage/undervoltage, Motor controller temperature is too high/too low, driving motor temperature is too high/too low, driving motor bus overvoltage/undervoltage, motor blocked, contactor failure, communication failure with BMS, brake pedal, accelerator pedal, gear shift Panel failure, etc.
则此时主控制器VCU1降低驱动功率为0，驱动扭矩为0，第一电池管理***BMS1和第二电池管理***BMS2限制放电电流为0；当车速≤5km/h，且第一电池管理***BMS1或第二电池管理***BMS2的动力输出母线电流小于20A，主控制器VCU1停止用电设备使能，断开用电设备接触器，并发送第一电池管理***BMS1和第二电池管理***BMS2高压下电指令，所述的第一电池管理***BMS1和第二电池管理***BMS2分别接收到主控制器VCU1发送的高压下电指令后，分别断开各自的总正/总负接触器，并分别发送接触器断开状态给主控制器VCU1，所述的第一电池管理***BMS1和第二电池管理***BMS2延时2s进入休眠状态，主控制器VCU1接收到第一电池管理***BMS1和第二电池管理***BMS2发出的总正/总负接触器断开状态后，整车控制器VCU也进入休眠状态，下电结束；At this time, the main controller VCU1 reduces the driving power to 0, the driving torque to 0, the first battery management system BMS1 and the second battery management system BMS2 limit the discharge current to 0; when the vehicle speed is less than or equal to 5km/h, and the first battery management system The power output bus current of the BMS1 or the second battery management system BMS2 is less than 20A, the main controller VCU1 stops the electrical equipment enable, disconnects the electrical equipment contactor, and sends the first battery management system BMS1 and the second battery management system BMS2 The first battery management system BMS1 and the second battery management system BMS2 respectively receive the high-voltage power-off command sent by the main controller VCU1, and disconnect their respective total positive/total negative contactors, respectively. The contactor disconnection state is sent to the main controller VCU1 respectively. The first battery management system BMS1 and the second battery management system BMS2 enter the dormant state after a delay of 2s. The main controller VCU1 receives the first battery management system BMS1 and the first battery management system BMS1 and the second battery management system BMS2. 2. After the total positive/total negative contactor is disconnected from the battery management system BMS2, the vehicle controller VCU also enters the dormant state, and the power-off is complete;
(2.3)第一电池管理***BMS1或第二电池管理***BMS2三级故障，具体的，所述的第一电池管理***BMS1或第二电池管理***BMS2三级故障包括电池管理***硬件故障、电池组总压过高/过低、温度过高、单体电压过低/过高、SOC过高/过低、电流采集故障、与充电机、从控、整车通讯故障、接触器故障等。(2.3) The first battery management system BMS1 or the second battery management system BMS2 has a three-level failure. Specifically, the first battery management system BMS1 or the second battery management system BMS2 has a three-level failure including battery management system hardware failure, battery The total group voltage is too high/too low, the temperature is too high, the cell voltage is too low/too high, the SOC is too high/too low, the current acquisition failure, the charger, the slave control, the vehicle communication failure, the contactor failure, etc.
第一电池管理***BMS1或第二电池管理***BMS2限制其放电电流为0，然后向主控制器VCU1发送请求高压断开，主控制器VCU1接收到请求高压断开指令后，整车控制器VCU降低驱动功率为0，驱动扭矩为0，当车速≤5km/h，且第一电池管理***BMS1或第二电池管理***BMS2的动力输出母线电流小于20A，主控制器VCU1停止用电设备使能，断开用电设备接触器，并发送第一电池管理***BMS1和第二电池管理***BMS2高压下电指令；The first battery management system BMS1 or the second battery management system BMS2 limits its discharge current to 0, and then sends a request for high-voltage disconnection to the main controller VCU1. After the main controller VCU1 receives the request for high-voltage disconnection, the vehicle controller VCU Reduce the driving power to 0 and the driving torque to 0. When the vehicle speed is less than or equal to 5km/h, and the power output bus current of the first battery management system BMS1 or the second battery management system BMS2 is less than 20A, the main controller VCU1 stops the electrical equipment enable , Disconnect the electrical equipment contactor, and send the first battery management system BMS1 and the second battery management system BMS2 high-voltage power-off instructions;
所述的第一电池管理***BMS1和第二电池管理***BMS2接收到主控制器VCU1发送的高压下电指令后，断开各自的总正/总负接触器，若超过30s未收到主控制器VCU1发送的高压下电指令，则直接断开总正/总负接触器，同时第一电池管理***BMS1和第二电池管理***BMS2发送接触器断开状态至主控制器VCU1，第一电池管理***BMS1和第二电池管理***BMS2延时2s进入休眠状态，主控制器VCU1接收到第一电池管理***BMS1和第二电池管理***BMS2总正/总负接触器断开状态后，整车控制器VCU也进入休眠状态，下电接触。After the first battery management system BMS1 and the second battery management system BMS2 receive the high-voltage power-off instruction sent by the main controller VCU1, they disconnect their respective total positive/total negative contactors. If the main control is not received for more than 30s The high-voltage power-off command sent by the VCU1 directly disconnects the total positive/total negative contactor. At the same time, the first battery management system BMS1 and the second battery management system BMS2 send the contactor disconnection state to the main controller VCU1, the first battery After the management system BMS1 and the second battery management system BMS2 enter the dormant state after a delay of 2s, the main controller VCU1 receives the disconnection state of the total positive/total negative contactor of the first battery management system BMS1 and the second battery management system BMS2, the whole vehicle The controller VCU also enters the dormant state, and power contacts are turned off.
所述的控制方法还包括充电过程，其中：The control method also includes a charging process, wherein:
(1)未换电且插枪充电状态，具体的，结合图3所示，(1) The battery is not changed and the charging state is inserted into the gun. Specifically, as shown in Figure 3,
充电枪充电时，唤醒主控制器VCU1、辅助控制器VCU2、第一电池管理***BMS1和第二电池管理***BMS2；第一电池管理***BMS1检测到插枪状态后将此状态发送至主控制器VCU1，主控制器VCU1和辅助控制器VCU2输出充电控制并分别控制仪表、高压柜和多合一电源继电器闭合，主控制器VCU1、辅助控制器VCU2和第一电池管理***BMS1自检无障碍后，主控制器VCU1给第一电池管理***BMS1发送高压上电指令，第一电池管理***BMS1收到上电指令后，闭合换电电池组B1的总正、总负接触器，然后将闭合状态发送至主控制器VCU1，主控制器VCU1收到后判断第二电池管理***BMS2的SOC是否小于80％且自检是否无障碍，若是，则主控制器VCU1发送第二电池管理***BMS2高压上电指令，且在第二电池管理***BMS2收到上电指令后，闭合车载电池组B2总负接触器，并将闭合状态发送至主控制器VCU1，主控制器VCU1接收到闭合状态后，主控制器VCU1发送指令至辅助控制器VCU2使其控制闭合DCDC1充电预充接触器，预充完成后辅助控制器闭合DCDC1充电接 触器，然后主控制器VCU1发送第二电池管理***BMS2闭合充电DCDC2充电预充指令，第二电池管理***BMS2收到其指令后闭合DCDC2充电预充，预充完成后闭合DCDC2充电接触器，第二电池管理***BMS2发送给主控制器VCU1DCDC2充电接触器闭合状态，第二电池管理***BMS2进入充电流程，然后主控制器VCU1闭合附件接触器，此时高压上电成功，主控制器VCU1发送DCDC变压***使能及DC/DC使能后，整车进入充电状态；其中，DCDC2充电预充接触器和充电接触器是控制DCDC变压***输出端电路。When the charging gun is charging, wake up the main controller VCU1, the auxiliary controller VCU2, the first battery management system BMS1 and the second battery management system BMS2; the first battery management system BMS1 detects the gun insertion status and sends this status to the main controller VCU1, the main controller VCU1 and the auxiliary controller VCU2 output charging control and respectively control the meter, the high-voltage cabinet and the all-in-one power relay to close, the main controller VCU1, the auxiliary controller VCU2 and the first battery management system BMS1 are self-checking without obstacles , The main controller VCU1 sends a high-voltage power-on command to the first battery management system BMS1. After receiving the power-on command, the first battery management system BMS1 closes the total positive and total negative contactors of the battery pack B1, and then closes the state Send to the main controller VCU1. After receiving it, the main controller VCU1 judges whether the SOC of the second battery management system BMS2 is less than 80% and whether the self-check is unobstructed. If so, the main controller VCU1 sends the second battery management system BMS2 high voltage After receiving the power-on command, the second battery management system BMS2 closes the total negative contactor of the on-board battery pack B2 and sends the closed state to the main controller VCU1. After the main controller VCU1 receives the closed state, the main The controller VCU1 sends instructions to the auxiliary controller VCU2 to control the closing of the DCDC1 charging pre-charge contactor. After the pre-charge is completed, the auxiliary controller closes the DCDC1 charging contactor, and then the main controller VCU1 sends the second battery management system BMS2 to close the charging DCDC2 charging Pre-charge command, the second battery management system BMS2 receives its command and closes the DCDC2 charging pre-charge. After the pre-charge is completed, closes the DCDC2 charging contactor. The second battery management system BMS2 sends the charging contactor closed state to the main controller VCU1DCDC2. Second, the battery management system BMS2 enters the charging process, and then the main controller VCU1 closes the accessory contactor. At this time, the high voltage is successfully powered on. After the main controller VCU1 sends the DCDC transformation system enable and DC/DC enable, the whole vehicle enters the charging state ; Among them, the DCDC2 charging pre-charge contactor and the charging contactor control the output circuit of the DCDC transformer system.
若第二电池管理***BMS2的SOC大于80％，则不需要给车载电池组B2充电，此时辅助控制器VCU2直接闭合附件输出正、负接触器后，主控制器VCU1发送DC/DC使能，进入整车充电状态；If the SOC of the second battery management system BMS2 is greater than 80%, there is no need to charge the on-board battery pack B2. At this time, the auxiliary controller VCU2 directly closes the accessory and outputs the positive and negative contactors, and the main controller VCU1 sends DC/DC enable To enter the vehicle charging state;
充电完成后，第二电池管理***BMS2控制断开充电接触器，同时发出充电接触器断开状态，主控制器VCU1接收到该充电接触器断开状态后断开DCDC变压***，停止DC/DC使能输出后断开附件接触器，主控制器VCU1发送第二电池管理***BMS2断开DCDC2充电接触器指令，第二电池管理***BMS2接收指令后断开DCDC2充电接触器并发送其断开状态，主控制器VCU1收到断开状态后让辅助控制器VCU2断开DCDC1充电接触器，此时整车控制器VCU停止输出充电控制，充电完成；After the charging is completed, the second battery management system BMS2 controls the disconnection of the charging contactor and at the same time sends out the charging contactor disconnection state. After the main controller VCU1 receives the charging contactor disconnection state, it disconnects the DCDC transformation system and stops the DC/ After the DC enable output, the accessory contactor is disconnected, the main controller VCU1 sends the second battery management system BMS2 to disconnect the DCDC2 charging contactor command, and the second battery management system BMS2 disconnects the DCDC2 charging contactor after receiving the command and sends it to disconnect Status: After the main controller VCU1 receives the disconnected status, the auxiliary controller VCU2 disconnects the DCDC1 charging contactor. At this time, the vehicle controller VCU stops outputting the charging control, and the charging is completed;
(2)车辆运行中换电电池组向车载电池组充电，具体的，结合图4所示，在车辆行驶过程中，车载电池组B2电量SOC小于50％时，第二电池管理***BMS2发送SOC状态给主控制器VCU1，主控制器VCU1判断换电电池组B1的电量是否大于车载电池组B2的电量，若是，主控制器VCU1发送指令给辅助控制器VCU2闭合DCDC1充电预充接触器，预充完成后闭合DCDC1充电接触器，然后主控制器VCU1发送第二电池管理***BMS2闭合充电DCDC2充电预充指令，第二电池管理***BMS2收到其指令后闭合DCDC2充电预充，预充完成后闭合DCDC2充电接触器，第二电池管理***BMS2发送给主控制器VCU1DCDC2充电接触器闭合状态，第二电池管理***BMS2进入充电流程，整车控制器VCU发送DCDC变压***使能，进入充电模式，充电完成后，DCDC2充电接触器断开，主控制器VCU1收到DCDC2充电断开指令后断开DCDC变压***使能，然后指令辅助控制器VCU2断开DCDC1充电接触器，充电过程结 束。(2) When the vehicle is running, the battery pack is charged to the on-board battery pack by replacing the battery pack. Specifically, as shown in Figure 4, when the vehicle battery pack B2 has a power SOC of less than 50% during the running of the vehicle, the second battery management system BMS2 sends the SOC The status is sent to the main controller VCU1. The main controller VCU1 judges whether the power of the battery pack B1 is greater than the power of the on-board battery pack B2. If so, the main controller VCU1 sends a command to the auxiliary controller VCU2 to close the DCDC1 charging and pre-charging contactor. After the charging is completed, close the DCDC1 charging contactor, and then the main controller VCU1 sends the second battery management system BMS2 to close the charging DCDC2 charging pre-charge command. The second battery management system BMS2 closes the DCDC2 charging pre-charge after receiving the command. After the pre-charge is completed Close the DCDC2 charging contactor, the second battery management system BMS2 sends the charging contactor closed state to the main controller VCU1DCDC2, the second battery management system BMS2 enters the charging process, and the vehicle controller VCU sends the DCDC transformation system enable and enters the charging mode After the charging is completed, the DCDC2 charging contactor is disconnected. After receiving the DCDC2 charging disconnect command, the main controller VCU1 disconnects the DCDC transformation system enable, and then instructs the auxiliary controller VCU2 to disconnect the DCDC1 charging contactor, and the charging process ends.
本发明还提供了一种电动汽车，其具有上述双源控制***。The present invention also provides an electric vehicle, which has the above-mentioned dual-source control system.
以上显示和描述了本发明的基本原理、主要特征和本发明的特点。本行业的技术人员应该了解，本发明不受上述实施例的限制，上述实施例和说明书中描述的只是说明本发明的原理，在不脱离本发明精神和范围的前提下，本发明还会有各种变化和改进，这些变化和改进都落入要求保护的本发明的范围内。本发明要求保护的范围由所附的权利要求书及其等效物界定。The basic principles, main features and characteristics of the present invention have been shown and described above. Those skilled in the industry should understand that the present invention is not limited by the above-mentioned embodiments. The above-mentioned embodiments and descriptions only illustrate the principles of the present invention. Without departing from the spirit and scope of the present invention, the present invention may have Various changes and improvements fall within the scope of the claimed invention. The scope of protection claimed by the present invention is defined by the appended claims and their equivalents.

Claims (4)

  1. 一种双源控制***，其特征在于，包括：A dual-source control system is characterized in that it comprises:
    整车控制器，其采集加速踏板、制动踏板、换挡位置和车速信号灯的信号，使用CAN总线与电机控制器和电源管理***通信，实现对整车的管理与控制；The vehicle controller, which collects the signals of the accelerator pedal, brake pedal, shift position and vehicle speed signal light, and uses the CAN bus to communicate with the motor controller and power management system to realize the management and control of the entire vehicle;
    换电电池高压配电柜，其中配设有换电电池组并采用第一电池管理***进行管理；High-voltage power distribution cabinet for battery swapping, equipped with swapping battery packs and using the first battery management system for management;
    车载高压配电柜，其中配设有车载电池组并采用第二电池管理***进行管理；On-board high-voltage power distribution cabinet, which is equipped with on-board battery packs and is managed by the second battery management system;
    DCDC变压***，其设置在换电电池组与车载电池组之间，用于将换电电池组的输出电压变换为满足车载电池组的输入电压，实现换电电池组与车载电池组之间的电压匹配；The DCDC voltage transformation system is set between the battery pack and the vehicle battery pack, and is used to transform the output voltage of the battery pack into the input voltage that meets the input voltage of the vehicle battery pack, so as to realize the exchange between the battery pack and the vehicle battery pack. Voltage matching;
    其中，所述的整车控制器包括主控制器和辅助控制器，所述的主控制器用于控制整车行车，所述的辅助控制器用于控制电机输出正、负接触器，附件输出正、负接触器，DCDC1充电预充接触器和充电接触器，所述的DCDC1充电预充接触器和充电接触器是控制DCDC变压***的输入端电路。Wherein, the vehicle controller includes a main controller and an auxiliary controller. The main controller is used to control the driving of the whole vehicle, the auxiliary controller is used to control the motor output positive and negative contactors, and the accessory outputs positive and negative contactors. Negative contactor, DCDC1 charging pre-charging contactor and charging contactor, said DCDC1 charging pre-charging contactor and charging contactor are the input end circuits for controlling the DCDC transformer system.
  2. 根据权利要求1所述的双源控制***的控制方法，其特征在于，所述的控制方法包括上电过程和下电过程，其中：The control method of the dual-source control system according to claim 1, wherein the control method includes a power-on process and a power-off process, wherein:
    (1)上电过程(1) Power-on process
    启动钥匙拧到ON档后，主控制器、辅助控制器、第一电池管理***和第二电池管理***均被唤醒；After the start key is turned to ON, the main controller, auxiliary controller, the first battery management system and the second battery management system are all awakened;
    (1.1)主控制器自检完成且未检测到换电完成，第一电池管理***自检故障，第二电池管理***自检无故障，此时整车控制器发送第二电池管理***高压上电指令，所述的第二电池管理***接收到主控制器的上电指令后控制闭合车载电池组总正或总负接触器，并将其闭合状态发送至主控制器，若SOC大于50％，则第二电池管理***进入放电逻辑，其中，SOC为电池的剩余电量占电池容量的比值；(1.1) The main controller self-check is completed and the replacement is not detected, the first battery management system has a self-check failure, and the second battery management system has no failure in the self-check. At this time, the vehicle controller sends the second battery management system to the high voltage. After receiving the power-on command from the main controller, the second battery management system controls the closing of the total positive or total negative contactor of the on-board battery pack, and sends its closed state to the main controller. If the SOC is greater than 50% , The second battery management system enters the discharge logic, where SOC is the ratio of the remaining power of the battery to the battery capacity;
    所述的主控制器接收到第二电池管理***总负闭合指令后，主控制器发送指令至辅助控制器使其控制闭合电机输出正、负接触器，主控制器再闭合电机预充接触器，预充完成后闭合附件接触器，整车控制器进入行车使能逻辑，否则预充失败或上电失败；After the main controller receives the total negative closing command of the second battery management system, the main controller sends the command to the auxiliary controller to control the closing of the motor output positive and negative contactors, and the main controller then closes the motor precharge contactor , Close the accessory contactor after the pre-charge is completed, and the vehicle controller enters the driving enable logic, otherwise the pre-charge fails or the power-on fails;
    若第二电池管理***自检故障，则不允许上电；If the second battery management system has a self-check failure, it is not allowed to be powered on;
    (1.2)在换电完成的情况下，若主控制器、辅助控制器、第一电池管理***和第二电池管理***自检均无故障，即整车控制器未收到第一电池管理***三级故障开关信号和第二电池管理***三级故障开关信号，此时主控制器发送第一电池管理***高压上电指令，第一电池管理***接收到来自主控制器的上电指令后闭合换电电池组的总正、负接触器，并将其闭合状态发送至主控制器；(1.2) In the case of the completion of the battery replacement, if the main controller, auxiliary controller, the first battery management system and the second battery management system self-check all have no faults, that is, the vehicle controller has not received the first battery management system The three-level fault switch signal and the third-level fault switch signal of the second battery management system. At this time, the main controller sends the first battery management system high-voltage power-on command, and the first battery management system receives the power-on command from the autonomous controller and then closes for replacement. The total positive and negative contactors of the electric battery pack, and send their closed state to the main controller;
    若第一电池管理***未检测到插枪状态，则进入放电逻辑；If the first battery management system does not detect the gun insertion state, it enters the discharge logic;
    所述的主控制器接收到第一电池管理***的总正、负闭合指令后，主控制器发送第二电池管理***高压上电指令，且该第二电池管理***接收到主控制器的上电指令后闭合车载电池组的总负接触器，并将其闭合状态发送至主控制器；主控制器接收到车载电池组的总负闭合指令，且未接收到插枪状态时，主控制器闭合预充接触器，预充完成后闭合附件接触器，整车控制器进入行车使能逻辑，否则预充失败或上电失败；After the main controller receives the total positive and negative closing instructions of the first battery management system, the main controller sends the second battery management system high-voltage power-on instruction, and the second battery management system receives the upper After the electrical command, close the total negative contactor of the vehicle battery pack, and send its closed state to the main controller; when the main controller receives the total negative close command of the vehicle battery pack and does not receive the gun insertion state, the main controller Close the pre-charge contactor. After the pre-charge is completed, close the accessory contactor, and the vehicle controller enters the driving enable logic, otherwise the pre-charge fails or the power-on fails;
    (1.3)在换电完成的情况下，若主控制器、辅助控制器和第一电池管理***自检无故障，第二电池管理***自检故障，即主控制器收到第二电池管理***的故障开关信号，则主控制器发送第一电池管理***高压上电指令，第一电池管理***接收到主控制器的上电指令后闭合换电电池组的总正、负接触器，并将其闭合状态发送至主控制器；(1.3) In the case of the completion of the power replacement, if the main controller, auxiliary controller and the first battery management system have no failure in the self-check, the second battery management system fails in the self-check, that is, the main controller receives the second battery management system The main controller sends the first battery management system high-voltage power-on command. The first battery management system closes the total positive and negative contactors of the battery pack after receiving the power-on command from the main controller, and then The closed state is sent to the main controller;
    若第一电池管理***未检测到插枪状态，则进入放电逻辑；If the first battery management system does not detect the gun insertion state, it enters the discharge logic;
    所述的主控制器接收到第一电池管理***的总正、负闭合指令，且未收到插枪状态后，主控制器控制闭合预充接触器，预充完成后发送指令至辅助控制器使其控制闭合附件输出正、负接触器，主控制器再闭合附件接触器；整车控制器进入行车使能逻辑，否则预充失败或上电失败；After the main controller receives the total positive and negative closing instructions of the first battery management system, and does not receive the gun insertion state, the main controller controls the closing of the pre-charge contactor, and sends the instruction to the auxiliary controller after the pre-charge is completed Make it control and close the accessory output positive and negative contactor, and the main controller will close the accessory contactor; the whole vehicle controller enters the driving enable logic, otherwise the precharge fails or the power fails;
    (2)下电过程(2) Power-off process
    (2.1)若在电动汽车的行驶过程中，第一电池管理***和第二电池管理***出现二级故障，则第一电池管理***和第二电池管理***限制允许放电电流60％；(2.1) If a secondary fault occurs in the first battery management system and the second battery management system during the driving of the electric vehicle, the first battery management system and the second battery management system limit the allowable discharge current by 60%;
    若主控制器出现二级故障，则主控制器降低电机驱动功率60％；If the main controller has a secondary fault, the main controller will reduce the motor drive power by 60%;
    (2.2)若ON档消失或主控制器三级故障(2.2) If the ON gear disappears or the main controller level 3 fault
    主控制器降低驱动功率为0，驱动扭矩为0，第一电池管理***和第二电池管理***限制放电电流为0；当车速≤5km/h，且第一电池管理***或第二电池管理***的动力输出母线电流小于20A，主控制器停止用电设备使能，断开用电设备接触器，并发送第一电池管理***和第二电池管理***高压下电指令，所述的第一电池管理***和第二电池管理***分别接收到主控制器发送的高压下电指令后，分别断开各自的总正/总负接触器，并分别发送接触器断开状态给主控制器，所述的第一电池管理***和第二电池管理***延时2s进入休眠状态，主控制器接收到第一电池管理***和第二电池管理***发出的总正/总负接触器断开状态后，整车控制器也进入休眠状态，下电结束；The main controller reduces the driving power to 0, the driving torque to 0, the first battery management system and the second battery management system limit the discharge current to 0; when the vehicle speed is ≤5km/h, and the first battery management system or the second battery management system The power output bus current is less than 20A, the main controller stops the electrical equipment enabling, disconnects the electrical equipment contactor, and sends the first battery management system and the second battery management system high-voltage power-off instructions, the first battery After receiving the high-voltage power-off instruction sent by the main controller, the management system and the second battery management system respectively disconnect their respective total positive/total negative contactors, and respectively send the contactor disconnection status to the main controller. The first battery management system and the second battery management system enter the sleep state after a delay of 2s. After the main controller receives the total positive/total negative contactor disconnection state sent by the first battery management system and the second battery management system, the whole The car controller also enters the dormant state, and the power-off ends;
    (2.3)第一电池管理***或第二电池管理***三级故障(2.3) Level 3 failure of the first battery management system or the second battery management system
    第一电池管理***或第二电池管理***限制其放电电流为0，然后向主控制器发送请求高压断开，主控制器接收到请求高压断开指令后，整车控制器降低驱动功率为0，驱动扭矩为0，当车速≤5km/h，且第一电池管理***或第二电池管理***的动力输出母线电流小于20A，主控制器停止用电设备使能，断开用电设备接触器，并发送第一电池管理***和第二电池管理***高压下电指令；The first battery management system or the second battery management system limits its discharge current to 0, and then sends a request for high-voltage disconnection to the main controller. After the main controller receives the request for high-voltage disconnection, the vehicle controller reduces the driving power to 0 , The driving torque is 0, when the vehicle speed is less than or equal to 5km/h, and the power output bus current of the first battery management system or the second battery management system is less than 20A, the main controller stops the electrical equipment enabling and disconnects the electrical equipment contactor , And send high-voltage power-off instructions for the first battery management system and the second battery management system;
    所述的第一电池管理***和第二电池管理***接收到主控制器发送的高压下电指令后，断开各自的总正/总负接触器，若超过30s未收到主控制器发送的高压下电指令，则直接断开总正/总负接触器，同时第一电池管理***和第二电池管理***发送接触器断开状态至主控制器，第一电池管理***和第二电池管理***延时2s进入休眠状态，主控制器接收到第一电池管理***和第二电池管理***总正/总负接触器断开状态后，整车控制器也进入休眠状态，下电接触。After the first battery management system and the second battery management system receive the high-voltage power-off instruction sent by the main controller, they disconnect their respective total positive/total negative contactors, and if it exceeds 30s, they do not receive the command from the main controller. The high-voltage power-off command directly disconnects the total positive/total negative contactor, and the first battery management system and the second battery management system send the contactor disconnection state to the main controller, the first battery management system and the second battery management The system enters the dormant state after a delay of 2s. After the main controller receives the disconnected state of the total positive/total negative contactor of the first battery management system and the second battery management system, the vehicle controller also enters the dormant state, and the electrical contact is turned off.
  3. 根据权利要求2所述的双源控制***的控制方法，其特征在于，所述的控制方法还包括充电过程，其中：The control method of the dual-source control system according to claim 2, wherein the control method further includes a charging process, wherein:
    (1)未换电且插枪充电状态(1) The battery is not changed and the charging state is inserted into the gun
    充电枪充电时，唤醒主控制器、辅助控制器、第一电池管理***和第二电池管理***；第一电池管理***检测到插枪状态后将此状态发送至主控制器，主控制器和辅助控制器输出充电控制并分别控制仪表、高压柜和多合一电源继电器闭合，主控制器、辅助控制器和第一电池管理***自检无障碍后，主控制器给第一电池管理***发送高压上电指令，第一电池管理***收到上电指令后， 闭合换电电池组的总正、总负接触器，然后将闭合状态发送至主控制器，主控制器收到后判断第二电池管理***的SOC是否小于80％且自检是否无障碍，若是，则主控制器发送第二电池管理***高压上电指令，且在第二电池管理***收到上电指令后，闭合车载电池组总负接触器，并将闭合状态发送至主控制器，主控制器接收到闭合状态后，主控制器发送指令至辅助控制器使其控制闭合DCDC1充电预充接触器，预充完成后辅助控制器闭合DCDC1充电接触器，然后主控制器发送第二电池管理***闭合充电DCDC2充电预充指令，第二电池管理***收到其指令后闭合DCDC2充电预充，预充完成后闭合DCDC2充电接触器，第二电池管理***发送给主控制器DCDC2充电接触器闭合状态，第二电池管理***进入充电流程，然后主控制器闭合附件接触器，此时高压上电成功，主控制器发送DCDC变压***使能及DC/DC使能后，整车进入充电状态；其中，DCDC2充电预充接触器和充电接触器是控制DCDC变压***输出端电路；When the charging gun is charging, wake up the main controller, the auxiliary controller, the first battery management system and the second battery management system; the first battery management system detects the state of the plug-in gun and sends this state to the main controller, the main controller and The auxiliary controller outputs charging control and respectively controls the meter, high-voltage cabinet and the all-in-one power relay to close. After the main controller, auxiliary controller and the first battery management system self-check without obstacles, the main controller sends to the first battery management system High-voltage power-on command. After the first battery management system receives the power-on command, it closes the total positive and total negative contactors of the battery pack, and then sends the closed state to the main controller. The main controller judges the second after receiving it. Whether the SOC of the battery management system is less than 80% and the self-check is unobstructed, if so, the main controller sends the second battery management system high-voltage power-on command, and after the second battery management system receives the power-on command, closes the on-board battery Group the negative contactor and send the closed state to the main controller. After the main controller receives the closed state, the main controller sends an instruction to the auxiliary controller to control the closing of the DCDC1 charging and precharging contactor. After the precharging is completed, it will assist The controller closes the DCDC1 charging contactor, and then the main controller sends the second battery management system close charging DCDC2 charging pre-charge command, the second battery management system closes the DCDC2 charging pre-charge after receiving its command, and closes the DCDC2 charging contact after the pre-charge is completed The second battery management system sends the DCDC2 charging contactor closed state to the main controller. The second battery management system enters the charging process, and then the main controller closes the accessory contactor. At this time, the high-voltage power-on is successful, and the main controller sends the DCDC change After the voltage system is enabled and the DC/DC is enabled, the whole vehicle enters the charging state; among them, the DCDC2 charging pre-charge contactor and the charging contactor are the output circuits that control the DCDC transformation system;
    若第二电池管理***的SOC大于80％，则不需要给车载电池组充电，此时辅助控制器直接闭合附件输出正、负接触器后，主控制器发送DC/DC使能，进入整车充电状态；If the SOC of the second battery management system is greater than 80%, there is no need to charge the on-board battery pack. At this time, after the auxiliary controller directly closes the accessory and outputs the positive and negative contactors, the main controller sends the DC/DC enable to enter the vehicle charging;
    充电完成后，第二电池管理***控制断开充电接触器，同时发出充电接触器断开状态，主控制器接收到该充电接触器断开状态后断开DCDC变压***，停止DC/DC使能输出后断开附件接触器，主控制器发送第二电池管理***断开DCDC2充电接触器指令，第二电池管理***接收指令后断开DCDC2充电接触器并发送其断开状态，主控制器收到断开状态后让辅助控制器断开DCDC1充电接触器，此时整车控制器停止输出充电控制，充电完成；After the charging is completed, the second battery management system controls the disconnection of the charging contactor, and at the same time sends out the charging contactor disconnection status. After the main controller receives the charging contactor disconnection status, it disconnects the DCDC transformation system and stops the DC/DC operation. After the output is able to disconnect the accessory contactor, the main controller sends the command of the second battery management system to disconnect the DCDC2 charging contactor. After receiving the command, the second battery management system disconnects the DCDC2 charging contactor and sends its disconnected state, the main controller After receiving the disconnection status, let the auxiliary controller disconnect the DCDC1 charging contactor. At this time, the vehicle controller stops outputting the charging control, and the charging is completed;
    (2)车辆运行中换电电池组向车载电池组充电(2) Changing the battery pack to charge the on-board battery pack during vehicle operation
    在车辆行驶过程中，车载电池组电量SOC小于50％时，第二电池管理***发送SOC状态给主控制器，主控制器判断换电电池组的电量是否大于车载电池组的电量，若是，主控制器发送指令给辅助控制器闭合DCDC1充电预充接触器，预充完成后闭合DCDC1充电接触器，然后主控制器发送第二电池管理***闭合充电DCDC2充电预充指令，第二电池管理***收到其指令后闭合DCDC2充电预充，预充完成后闭合DCDC2充电接触器，第二电池管理***发送给主控制器DCDC2充电接触器闭合状态，第二电池管理***进入充电流程，整车控制器发 送DCDC变压***使能，进入充电模式，充电完成后，DCDC2充电接触器断开，主控制器收到DCDC2充电断开指令后断开DCDC变压***使能，然后指令辅助控制器断开DCDC1充电接触器，充电过程结束。When the vehicle is running, when the SOC of the on-board battery pack is less than 50%, the second battery management system sends the SOC status to the main controller, and the main controller determines whether the battery pack’s power is greater than the on-board battery pack. If so, the main The controller sends an instruction to the auxiliary controller to close the DCDC1 charging and precharging contactor. After the precharging is completed, the DCDC1 charging contactor is closed. Then the main controller sends the second battery management system to close the charging DCDC2 charging and precharging command, and the second battery management system receives After the instruction is reached, the DCDC2 charging pre-charge is closed. After the pre-charging is completed, the DCDC2 charging contactor is closed. The second battery management system sends the DCDC2 charging contactor closed state to the main controller. The second battery management system enters the charging process and the vehicle controller Send the DCDC transformer system enable and enter the charging mode. After the charging is completed, the DCDC2 charging contactor is disconnected. The main controller will disconnect the DCDC transformer system enable after receiving the DCDC2 charging disconnect command, and then instruct the auxiliary controller to disconnect DCDC1 charging contactor, the charging process ends.
  4. 一种电动汽车，其特征在于，其具有如权利要求1所述的双源控制***。An electric vehicle, characterized in that it has the dual-source control system according to claim 1.
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