Disclosure of Invention
Accordingly, the embodiments of the present application are expected to provide a method and apparatus for managing a power system, and a vehicle, which can better cope with a power system failure of a vehicle, and improve experience of a customer.
In order to achieve the above object, an aspect of an embodiment of the present application provides a method for managing a power system, including:
acquiring the current state of the vehicle;
determining that the vehicle is in a fault state;
acquiring a current voltage value of the GCU, and comparing the current voltage value with a preset voltage value;
And determining that the vehicle is in a first fault state or in a second fault state according to the comparison result, and executing a corresponding management scheme, wherein at least one management scheme comprises obtaining the maximum output power of the generator, and limiting the output power of the generator according to the maximum output power so as to control the vehicle to enter a limp-home mode.
In some embodiments, the determining that the vehicle is in the first fault state or the vehicle is in the second fault state according to the comparison result, and executing a corresponding management scheme specifically includes:
Determining that the current voltage value is larger than the preset voltage value, and determining that the vehicle is in a first fault state;
and controlling the generator to be unloaded and controlling the power battery to cut off high voltage.
In some embodiments, the determining that the vehicle is in the first fault state or the vehicle is in the second fault state according to the comparison result, and executing the corresponding management scheme specifically further includes:
Determining that the current voltage value is not larger than the preset voltage value, and determining that the vehicle is in a second fault state;
And obtaining the current maximum allowable output power of the generator, limiting the output power of the generator according to the current maximum allowable output power, and controlling the vehicle to enter a limp-home mode.
In some embodiments, after the controlling the vehicle enters the limp-home mode, the managing method further includes:
determining that the vehicle is still in a second fault state;
starting ASC and re-acquiring the current maximum allowable output power of the generator;
limiting the output power of the generator according to the current maximum allowable output power obtained again, and keeping the vehicle in a limp-home mode.
In some embodiments, after the vehicle is maintained in the limp home mode, the management method further includes:
determining that the vehicle is still in a second fault state;
Controlling the generator to be unloaded, and acquiring the current maximum allowable output power of the generator again;
and limiting the discharge power of the power battery according to the current maximum allowable output power acquired again, and keeping the vehicle in a limp mode.
In some embodiments, before the obtaining the current state of the vehicle, the management method further includes:
responding to a starting instruction, controlling the GCU to finish self-checking and enter a standby state;
Determining that high voltage connection is allowed, and controlling high voltage on the power battery;
In response to a torque output command, to cause the generator to output torque.
In some embodiments, after the executing the corresponding management scheme, the management method further includes:
responding to a closing instruction, and controlling the GCU to complete power-down preparation;
and controlling the GCU to actively discharge and be in a dormant state or a power-off state.
In still another aspect, an embodiment of the present application provides a management apparatus for a power system, including:
the acquisition module is used for acquiring the current state of the vehicle and the current voltage value of the GCU;
the determining module is used for determining whether the vehicle is in a first fault state or a second fault state;
and the execution module is used for executing a corresponding management scheme.
In yet another aspect, an embodiment of the present application provides a vehicle, including:
the power battery is used for supplying power to the driving motor to drive the vehicle to run;
The generator is used for converting kinetic energy into electric energy for the running of the vehicle;
the GCU is used for controlling the generator to operate;
the management device described in the foregoing embodiment.
According to the management method of the power system, on one hand, the running condition of the GCU is judged through the current voltage value, so that the overvoltage fault state and other fault states of the GCU bus hardware are distinguished, and corresponding management schemes are executed according to different vehicle fault states, so that the probability of further loss caused by vehicle faults is reduced, and the personal safety of personnel in the vehicle is guaranteed. On the other hand, according to different vehicle fault states, executing corresponding management schemes, at least one management scheme comprises obtaining the maximum output power of the generator, limiting the output power of the generator according to the maximum output power so as to control the vehicle to enter a limp-home mode, and thus, the running state can be directly changed by controlling the vehicle so as to remind people in the vehicle that the vehicle is in a fault state and the vehicle can continue to run to a vehicle maintenance station conveniently.
Detailed Description
It should be noted that, in the case of no conflict, the embodiments of the present application and the technical features of the embodiments may be combined with each other, and the detailed description in the specific embodiments should be interpreted as an explanation of the gist of the present application and should not be construed as unduly limiting the present application.
Referring to fig. 1, in one aspect, the present application provides a method for managing a power system, where the method includes the following steps:
s1, acquiring the current state of a vehicle;
S2, determining that the vehicle is in a fault state.
S3, acquiring a current voltage value of the GCU, and comparing the current voltage value with a preset voltage value;
And S4, determining that the vehicle is in a first fault state or in a second fault state according to the comparison result, and executing a corresponding management scheme, wherein at least one management scheme comprises obtaining the maximum output power of the generator, and limiting the output power of the generator according to the maximum output power so as to control the vehicle to enter a limp-home mode.
It is understood that the current state of the vehicle during traveling may be classified into a fault state and a normal operation state, wherein the fault state may be caused by various factors.
In the application, fault conditions are further divided according to the operating conditions of the GCU (Generator Control Unit, motor controller).
Specifically, the fault state can be divided into the first fault state and the second fault state by acquiring the current voltage value of the GCU and judging the current voltage value of the GCU.
The first fault state refers to an overvoltage fault caused by GCU external charging equipment or GCU self-generated torque control abnormality.
The second fault state refers to a fault state other than the GCU bus hardware overvoltage fault, including an overcurrent fault, a GCU temperature fault, a GM (Governor Motor, speed governor) motor temperature fault, a CAN (Controller Area Network ) fault, a motor speed sensor fault, and the like. The overcurrent faults are caused by abnormal GCU torque control, abnormal sensor itself or GM motor insulation faults; the GCU temperature fault refers to a GCU temperature fault caused by an abnormal external cooling cycle, the GM motor temperature fault refers to a motor temperature fault caused by an abnormal external cooling cycle, an abnormal sensor or a motor internal cooling system fault, the CAN fault refers to a fault caused by CAN interruption or signal error, and the motor speed sensor fault refers to a fault caused by poor wire harness contact or an abnormal sensor.
It can be appreciated that the operational condition of the GCU can be determined by determining the magnitude of the current voltage value and the preset voltage value of the GCU. If the current voltage value of the GCU is not greater than the preset voltage value, the situation that the bus hardware is overvoltage can be determined, the vehicle is in a first fault state, and a management scheme corresponding to the bus hardware overvoltage fault state of the GCU needs to be executed.
It should be noted that the preset voltage value is used for judging whether the current voltage value of the GCU is abnormal. The preset voltage value is obtained through a bench steady state test. The control variables, test procedures, etc. specifically related to the steady-state test of the rack with the preset voltage value are used in the related art for wide-ranging applications, and are not described herein.
It can be understood that if the vehicle is in the overvoltage fault state of the GCU bus hardware, the failure or burnout of other high-voltage devices of the whole vehicle may be caused, and the overcharge damage or burnout of the power battery of the whole vehicle may be caused, so that important precautions and remedy are required to ensure the personal safety of personnel in the vehicle. Compared with the overvoltage fault state of the GCU bus hardware, the other fault states have less harm to the vehicle and personnel in the vehicle under the condition of timely taking remedial measures.
Therefore, on the one hand, the running condition of the GCU is judged through the current voltage value so as to distinguish the overvoltage fault state of the GCU bus hardware from other fault states, and corresponding management schemes are executed according to different vehicle fault states, so that the probability of further loss caused by the vehicle fault is reduced, and the personal safety of personnel in the vehicle is improved. On the other hand, according to different vehicle fault states, executing corresponding management schemes, at least one management scheme comprises obtaining the maximum output power of the generator, limiting the output power of the generator according to the maximum output power so as to control the vehicle to enter a limp-home mode, and thus, the running state can be directly changed by controlling the vehicle so as to remind people in the vehicle that the vehicle is in a fault state and the vehicle can continue to run to a vehicle maintenance station conveniently.
In some embodiments, the vehicle is determined to be in a first fault state or in a second fault state according to the comparison result, and a corresponding management scheme is executed, wherein the method specifically comprises the steps of determining that the current voltage value is larger than a preset voltage value, determining that the vehicle is in the first fault state, controlling the generator to be idle, and controlling the power battery to break high voltage.
It can be understood that the current voltage value is determined to be larger than the preset voltage value, namely, the fault condition that the bus hardware is over-voltage is determined to occur in the GCU, and meanwhile, the management scheme corresponding to the first fault state is to control the generator to be empty and control the power battery to break high voltage. That is, the generator is controlled to keep rotating, but without an external load, so that the generator no longer supplies power to the power battery and the vehicle running, and at the same time, the power battery is controlled to break high voltage to forcibly stop the vehicle running. Therefore, the voltage of GCU bus hardware can be reduced, and the voltage state of a vehicle circuit is further changed, so that the risk of failure or burning of other high-voltage equipment of the whole vehicle is reduced, and the risk of overcharging damage or burning of a power battery of the whole vehicle is reduced.
In some embodiments, the vehicle is determined to be in a first fault state or in a second fault state according to the comparison result, and a corresponding management scheme is executed, and the method specifically further comprises the steps of determining that the current voltage value is not larger than a preset voltage value and the GCU has a fault, determining that the vehicle is in the second fault state, obtaining the current maximum allowable output power of the generator, limiting the output power of the generator according to the current maximum allowable output power, and controlling the vehicle to enter a limp-home mode.
It can be understood that the current voltage value is not larger than the preset voltage value, that is, the fact that the GCU bus hardware voltage is normal and other fault conditions occur to the vehicle can be determined, meanwhile, the management scheme corresponding to the second fault state is that the current maximum allowable output power of the generator is obtained, the output power of the generator is limited according to the current maximum allowable output power, and the vehicle is controlled to enter a limp-home mode. That is, if the vehicle is in the second fault state and the generator is also in a high rotational speed, the counter voltage potential generated by the generator may exceed the bus voltage of the power battery, which is not beneficial to the safe operation of the vehicle circuit. Therefore, in order to maintain safe operation of the vehicle circuit, the current maximum allowable output power of the generator needs to be obtained, and the output power of the generator is limited not to exceed the current maximum allowable output power so as to control the vehicle to enter a limp-home mode, so that a driver in the vehicle is reminded of the failure state of the vehicle by changing the running state of the vehicle, and meanwhile, the vehicle can be conveniently driven to a vehicle maintenance station continuously.
It is noted that the current maximum allowable output power of the generator refers to the maximum output power of the generator allowed to be able to maintain safe operation of the vehicle circuit in the second failure state of the vehicle. The current maximum allowable output power of the generator is obtained through a bench steady state test. The control variables, test procedures, etc. specifically related to the steady state test of the gantry of the current maximum allowable output power of the generator are used in the related art for a wide range of applications, and are not described herein.
It will be appreciated that in some cases, the second fault condition of the vehicle, e.g. caused by an over-current fault, a GCU temperature fault, etc., can be temporarily eliminated after limiting the output power of the generator according to the current maximum allowed output power. In this case, the vehicle may then limp to the service station based on the output power of the generator that is currently maximally allowed output power limit.
It can be understood that if the vehicle is still in the second failure state after the output power of the generator is limited according to the current maximum allowable output power, if the vehicle is naturally rectified and regulated by the vehicle system, unpredictable braking torque may be generated, which is unfavorable for the safety of the vehicle and personnel in the vehicle, and further measures are required to reduce the probability of further loss caused by the vehicle failure, and promote the guarantee of personal safety of personnel in the vehicle.
In some embodiments, after controlling the vehicle to enter the limp-home mode, the management method further includes determining that the vehicle is still in the second fault state, opening an ASC (Active Short Circuit ), reacquiring a current maximum allowable output power of the generator, limiting the output power of the generator according to the reacquired current maximum allowable output power, and maintaining the vehicle in the limp-home mode.
When the ASC is started, further damage to the electrical system of the controller can be protected or prevented by a three-phase short circuit mode, so that the probability of further loss caused by vehicle faults is reduced, meanwhile, the fault state of the vehicle is also possibly and temporarily eliminated, and the personal safety of personnel in the vehicle is improved. For example, under the condition that the whole vehicle is out of control, the ASC can be started to enable the vehicle to brake slowly so as to realize safe parking, under the condition that the power battery fails, the ASC can be started to enable the generator to be isolated from the power battery and the generator controller side so as to ensure the safety of the whole vehicle at high voltage, under the condition that the rotating speed of a driving motor is too high or abnormal in the running process of the whole vehicle, the ASC can be started to avoid damage of the power battery, bus capacitor and other high-voltage equipment caused by too high counter potential, and under the condition that a certain switching tube in an inverter circuit of the motor controller fails, the ASC can be started to avoid damage of uncontrollable rectification to other high-voltage equipment or the power battery.
After the ASC is started to adjust the fault state of the vehicle, the current maximum allowable output power of the generator is changed, so that the current maximum allowable output power of the generator needs to be obtained again, the output power of the generator is limited according to the obtained current maximum allowable output power, and the vehicle is kept in a limp-home mode according to the limited output power of the generator, so that the vehicle can continue to drive to a vehicle maintenance station. If the ASC is started, and the output power of the generator is limited according to the obtained current maximum allowable output power, the second fault state of the vehicle can be temporarily eliminated. In this case, the vehicle may limp to the service station based on the retrieved output power of the generator that is currently maximum allowed output power limit.
If the ASC is started and the output power of the generator is limited according to the obtained current maximum allowable output power, and the vehicle is still in the second fault state, a further management scheme is needed to reduce the probability of further loss caused by the vehicle fault and promote the guarantee of personal safety of personnel in the vehicle.
It is noted that the specific step of determining that the vehicle is still in the second fault state includes the steps of re-acquiring the current voltage value of the GCU, comparing the re-acquired current voltage value of the GCU with the preset voltage value, and determining the current state of the vehicle according to the comparison result. That is, if the current voltage value of the re-acquired GCU is greater than the preset voltage value, the vehicle is still in the second fault state, and if the current voltage value of the re-acquired GCU is not greater than the preset voltage value, the fault state of the vehicle is temporarily eliminated.
In some embodiments, after maintaining the vehicle in the limp-home mode, the management method further includes determining that the vehicle is still in the second fault state, controlling the generator to idle and again obtain a current maximum allowable output power of the generator, limiting the discharge power of the power battery according to the current maximum allowable output power obtained again, and maintaining the vehicle in the limp-home mode.
And controlling the generator to be unloaded so as to enable the generator to keep rotating without external load, thereby reducing the voltage states of GCU bus hardware and a vehicle circuit, maintaining the safe operation of the vehicle circuit and reducing the probability of further loss caused by vehicle faults. Meanwhile, after the generator is controlled to be unloaded, the fault state of the vehicle can also generate corresponding change, the current maximum allowable output power of the generator needs to be acquired again, and the discharging power of the power battery is limited according to the acquired current maximum allowable output power, so that the vehicle can keep in a limp-home mode, and the vehicle can continue to travel to a vehicle maintenance station.
It should be noted that, the discharging power of the limiting power battery needs to be determined according to the whole vehicle state of the vehicle, for example, the current battery power of the vehicle, the running state of the whole vehicle, and the like, and the correlation between the discharging power of the limiting power battery and the whole vehicle state is obtained through a bench steady state test. Control variables, test procedures, and the like specifically related to the steady-state test of the rack for limiting the correlation between the discharge power of the power battery and the vehicle state are widely used in the related art, and are not described herein.
It will be appreciated that it is necessary to start the vehicle and control the vehicle to travel before the current state of the vehicle is obtained.
In some embodiments, prior to obtaining the current state of the vehicle, the management method further includes controlling the GCU to complete the self-test and enter a standby state in response to a start command, determining to allow a high voltage connection, controlling a high voltage on the power cell, and outputting torque from the generator in response to a torque output command.
Specifically, the vehicle responds to a starting instruction, controls the GCU to initialize and complete self-checking of the running environment, sends a self-checking result to the VCU, and controls the GCU to enter a standby state. The VCU determines that high-voltage connection is allowed according to the condition that the GCU is in a standby state and a high-voltage permission signal sent by the GCU so as to determine that high-voltage equipment such as a generator, the GCU, a power battery and the like can safely operate, then controls the high voltage on the power battery, the VCU sends a torque output instruction to the GCU, and the GCU obtains and responds to the torque output instruction so as to enable the generator to output torque, so that the power battery is powered.
The specific manner of issuing the start instruction is not limited, and for example, the user starts the vehicle by using a key, the user starts the vehicle remotely through an external network, and the like.
It will be appreciated that the GCU in the fault condition needs to be shut down for maintenance.
In some embodiments, after executing the corresponding management scheme, the management method further comprises the steps of responding to the closing instruction, controlling the GCU to complete power-down preparation, and controlling the GCU to actively discharge and be in a dormant state or a power-off state.
Specifically, the GCU acquires and responds to the shutdown instruction, and controls the GCU to complete power-down preparation, i.e., self-checking the GCU and saving operation data. The GCU is controlled to actively discharge, namely the energy storage equipment is subjected to discharge treatment, so that the electric power in the energy storage equipment is prevented from leaking, the personnel in the vehicle are injured, and the GCU is controlled to be in a dormant state so as to save electric power energy, or the GCU is controlled to be in a power-off state so that the power-off of the vehicle is closed.
The specific manner of issuing the closing instruction is not limited, for example, the user closes the vehicle using a key, the user remotely closes the GCU through an external network, etc.
Referring to fig. 2, in still another aspect, a management apparatus for a power system is provided according to an embodiment of the present application, where the management apparatus includes an acquisition module, a determination module, and an execution module. The system comprises an acquisition module, a determination module and an execution module, wherein the acquisition module is used for acquiring the current state of a vehicle and acquiring the current voltage value of GCU, the determination module is used for determining that the vehicle is in a fault state, determining that the vehicle is in a first fault state or a second fault state, and the execution module is used for executing a corresponding management scheme.
In yet another aspect, an embodiment of the present application provides a vehicle including a power battery, a generator, a GCU, and the management device of the previous embodiments. The power battery is used for supplying power to the driving motor to drive the vehicle to run, the generator is used for converting kinetic energy into electric energy to drive the vehicle, and the GCU is used for controlling the generator to run.
The various embodiments/implementations provided by the application may be combined with one another without contradiction. The above description is only of the preferred embodiments of the present application and is not intended to limit the present application, but various modifications and variations can be made by those skilled in the art. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present application should be included in the protection scope of the present application.