DESC:FIELD OF INVENTION
The present disclosure relates to electric vehicle safety, battery management, high voltage management, and safety in electric and hybrid vehicles.
DEFINITIONS
As used in the present disclosure, the following terms are generally intended to have the meaning as set forth below, except to the extent that the context in which they are used otherwise.
HV -The abbreviation ‘HV’ mentioned herein in the present disclosure refers to High Voltage.
LV -The abbreviation ‘LV’ mentioned herein in the present disclosure refers to Low Voltage.
VCU/HCU - The term ‘VCU/HCU’ mentioned herein in the present disclosure refers to a controller or a controlling unit in a vehicle (Electric vehicle and Hybrid vehicle) responsible for coordination among vehicle units such as BMS, MCU, EMS, and TCU, allowing vehicle functions such as power on/off, drive control, energy recovery, accessory control, and malfunction analysis. The term VCU/HCU mentioned herein in the disclosure refers to control units including Vehicle Control Unit (VCU/HCU ) and Hybrid Control Unit (HCU).
HV Power-up - The term ‘HV Power-up’ mentioned herein in the present disclosure refers to the operational state of an electric or hybrid vehicle in which HV Battery will be connected to the rest of HV DC bus in a controlled manner in order to power the vehicle's HV components part of HV DC bus.
Precharge Mode- The term ‘Precharge mode’ mentioned herein in the present disclosure refers to the operational state of an electric or hybrid vehicle preceding HV Power-up.
LV Precharge-Precheck Voltage - The term ‘LV precharge-precheck voltage’ mentioned herein in the present disclosure refers to a predefined voltage of less than 60V for each HV component, while the vehicle is in precharge mode.
LV Precharge-Precheck Function- The term ‘LV precharge-precheck function’ mentioned herein in the present disclosure refers to the 1st stage of HV power up in which voltage comparison of each HV component voltage with its respective predefined LV precharge-precheck voltage is conducted to ensure system safety before the 2nd stage of HV Power-up in an electric or hybrid vehicle, wherein the high voltage is built on HV DC bus to enable supply of HV to HV components.
HV Precharge Voltage - The term ‘HV precharge voltage’ mentioned herein in the present disclosure refers to the high voltage that is built on the HV DC bus upon the successful initiation of the HV Power-up.
HV Precharge Function- The term ‘HV Precharge Function’ mentioned herein in the present disclosure refers to the 2nd stage of HV power-up which includes the building of the HV precharge voltage on the HV DC bus to enable High Voltage supply to the HV components upon successful HV Power-up.
BMS Hardwired Signal- The term ‘BMS hardwired signal’ mentioned herein in the present disclosure refers to a direct electrical signal between the Battery Management System (BMS) and HV components, sen through a dedicated channel between the BMS and HV components. The BMS hardwired signal is not sent through the communication bus facilitating communication amongst BMS/VCU/HCU and HV components as it is aimed at reducing signal latency in communications from the BMS/VCU/HCU to such HV components that are located at a distance from the BMS/VCU/HCU. The BMS hardwired signal is sent independently of the said communication bus.
HV DC Bus Input Side - The term ‘HV DC bus input side’ mentioned herein in the present disclosure refers to the segment of contact between the HV DC bus and HV components from which high voltage power is supplied to the HV components.
Indirect-HVIL Fault - The term ‘indirect-HVIL fault’ mentioned herein in the present disclosure refers to a defect in connection between an HV component and its respective HV connector which can potentially cause operational harm to the electric and/or hybrid vehicle and pose a safety risk.
HV Emergency Power down - The term ‘HV emergency power down’ mentioned herein in the present disclosure refers to an operational state in which the High Voltage supply from the HV battery pack to the HV components is immediately severed in response to fault detection.
Controlled HV power down - The term ‘controlled HV power down’ mentioned herein in the present disclosure refers to an operational state in which the High voltage supply from the HV battery pack to the HV components is systematically reduced and ultimately terminated in response to fault detection.
BACKGROUND
The background information herein below relates to the present disclosure but is not necessarily prior art.
In the realm of hybrid and electric vehicles (xEVs) using high-voltage circuits, voltage regulation and monitoring are critical. Improper connections between high-voltage vehicle components and the power supply significantly elevate the risk of electrical shocks, short circuits, or system damage during maintenance or operation. Some high-voltage systems may rely on simpler safety measures or design approaches to manage high-voltage safety. In unshielded high-voltage architectures, the risk profile escalates, as these systems operate by directly connecting high-voltage components without requiring all safety mechanisms to be engaged, leading to serious hazards. Primary risks include electrical shock during maintenance or accidental exposure, increased likelihood of short circuits if components are mishandled, and potentially severe damage to the vehicle’s electrical systems if a fault occurs. This places technicians and users at a higher risk of injury and compromises system reliability, leading to potential safety issues and operational failures.
The existing High Voltage Interlock Loop (HVIL) shielded systems have several disadvantages. They increase manufacturing and maintenance costs due to the need for additional components and design complexity. The systems add extra weight, negatively impacting vehicle efficiency and range, and require additional space, limiting design flexibility. Also, reliability challenges may emerge, encompassing false positives or an inability to identify genuine issues.
Therefore, there is a need for a system and method for high voltage (HV) management in non-HVIL vehicles.
OBJECTS
Some of the objects of the present disclosure, which at least one embodiment herein satisfies, are as follows:
It is an object of the present disclosure to ameliorate one or more problems of the prior art or to at least provide a useful alternative.
An object of the present disclosure is to provide a system and method for high voltage (HV) management in non-HVIL vehicles.
Still, another object of the present disclosure is to integrate HV monitoring and regulation with the Battery Management System (BMS) and/or Vehicle Control Unit (VCU/HCU) functions.
Yet another object of the present disclosure is to reduce signal latency in HV management operations.
Still, another object of the present disclosure is to provide a system to detect faults in HV components and HV connectors in an unshielded HV architecture in electric and/or hybrid vehicles.
Yet another object of the present disclosure is to provide a system for HV management that has a combination of direct and indirect HV component monitoring.
Still, another object of the present disclosure is to provide a cost-effective system for HV monitoring and regulation.
Yet another object of the present disclosure is to provide a system for HV management with minimum maintenance requirements.
Still, another object of the present disclosure is to provide a fault detection and monitoring system for non-HVIL electric and hybrid vehicles.
Yet another object of the present disclosure is to enhance the safety and reliability of non-HVIL electric and hybrid vehicles.
Still, another object of the present disclosure is to detect and prevent faults in electric and hybrid vehicles and mitigate the damage in case of the occurrence of such faults.
Other objects and advantages of the present disclosure will be more apparent from the following description, which is not intended to limit the scope of the present disclosure.
SUMMARY
The present disclosure envisages a system for high voltage (HV) management in non-HVIL vehicles. The system comprises an HV battery-pack, HV components, an HV DC bus that receives power directly from the battery-pack and connects to HV component, a Vehicle Control Unit (VCU/HCU), HV connection, and a Battery Management System (BMS).
The HV components may include a DC-DC converter, an HV battery-pack, an E-Drive (Motor Control Unit), an e-RAD, an f-RAD, an Onboard DC Charger (OBC), an A/C compressor, a cabin heater and a battery heater.
The HV battery-pack may be configured to have HV connections including HV auxiliary connections, HV traction connections, and HVDC fast charging connections; between the HV battery-pack and the HV components.
The HV DC bus may be configured to directly receive power from the HV battery-pack and connect to HV components.
The Vehicle Control Unit (VCU/HCU) may be configured to manage the power-up and power-down sequence for the HV components.
The Battery Management System (BMS) may be configured to control signals between the HV battery-pack, HV DC bus, and HV components.
In an embodiment, the auxiliary connection may be an HV connection between HV battery-pack and an HV component drawing HV Auxiliary load.
In an embodiment, the HV traction connection may be an HV connection between HV battery-pack and an HV component drawing HV traction load.
In an embodiment, the HV DC fast charging connection may be configured to be a combined charging system including an HV connection between the HV battery-pack and a CSS type 2 charge port.
In an embodiment, the Battery Management System (BMS) may be configured to detect the indirect-HVIL fault and mitigate the damage in electric and hybrid vehicles.
In an embodiment, the Battery Management System (BMS) may be further configured to detect the indirect-HVIL fault between the HV components and the HV connectors and mitigate the damage in electric and hybrid vehicles before building up of HV precharge voltage on the HV DC bus.
In an embodiment, the DC-to-DC converter may be configured to build up a pre-defined LV precharge- precheck voltage in the HV DC bus in a precharge mode.
In an embodiment, the BMS may be further configured to detect the indirect-HVIL fault between the HV components and their respective HV connectors by matching the HV component voltage sensed on the HV DC bus input side of the HV component with the pre-defined LV precharge-precheck voltage for the HV component.
The present disclosure also envisages a method for an LV precharge-precheck function for the system for high voltage (HV) monitoring in non-HVIL vehicles. The method comprises the following steps:
• LV precharge- precheck voltage is built by the DC-to-DC converter on the HV DC bus .
• HV component voltage is sensed and monitored by the BMS and the VCU/HCU on the HV DC bus input side of the HV component.
• HV component voltage is compared with LV precharge -precheck voltage for the HV component by the BMS and the VCU/HCU.
• if the HV component voltage matches with LV precharge -precheck voltage for the HV component, then HV power-up is triggered, HV precharge voltage build-up is initiated and the HV battery is connected to the HV DC bus, by the BMS, and the VCU/HCU, wherein the HV components are connected to the HV DC bus.
• if the HV component voltage does not match with the LV precharge-precheck voltage for the HV component, then indirect-HVIL fault is detected, HV power-up is inhibited and service technicians are directed by the BMS and the VCU/HCU to fix the particular HV component with indirect-HVIL fault.
In an embodiment, the Battery Management System (BMS) may be configured to detect the indirect-HVIL fault between the HV components and the HV connectors and mitigate the damage in electric and hybrid vehicles after a successful HV power-up.
The present disclosure also envisages a method for an HV precharge function for the system for high voltage (HV) monitoring in non-HVIL vehicles. The method comprises the following steps:
• HV component voltage is monitored by the HV component voltage monitoring part along with the BMS and the VCU/HCU.
• if the monitored HV component voltage does not match with the predefined LV precharge-precheck voltage value, then an indirect-HVIL fault is detected in the connection between the HV component and the respective HV connector.
• the state of motion of the vehicle is determined by the VCU/HCU.
• if the vehicle is idle, HV Emergency Power down is initiated by the HV components and the BMS.
• If the vehicle is in motion, vehicle speed is determined by the VCU/HCU.
• If the vehicle speed exceeds the pre-defined threshold, controlled HV power down is initiated by the VCU/HCU in order to reduce the vehicle speed below the pre-defined threshold.
• once the vehicle speed is reduced below the pre-defined threshold, then HV battery-pack is isolated from the HV DC bus, and active discharge is initiated to drop the HV DC bus voltage below a pre-defined value.
In an embodiment, the system may be further configured to have a combination of direct and indirect-HVIL monitoring in order to reduce signal latency.
In an embodiment, the BMS may be configured to passively perform direct HVIL monitoring through a BMS hardwired signal to HV components.
In an embodiment, the BMS and the VCU/HCU may be further configured to indicate particular HV components with Indirect-HVIL faults.
In an embodiment, the VCU/HCU may be further configured to enable targeted issue resolution by directing service technicians to fix the respective HV components with indirect-HVIL faults.
BRIEF DESCRIPTION OF THE ACCOMPANYING DRAWINGS
A system and method for high voltage (HV) management in non-HVIL vehicles of the present disclosure will now be described with the help of the accompanying drawing, in which:
Figure 1 illustrates the conventional system for high voltage (HV) monitoring in non-HVIL vehicles, in accordance with state-of-the-art;
Figure 2 illustrates the system for high voltage (HV) monitoring in non-HVIL vehicles, in accordance with one embodiment of the present disclosure;
Figure 3 illustrates the system for high voltage (HV) monitoring in non-HVIL vehicles, in accordance with one embodiment of the present disclosure;
Figure 4 depicts a flowchart explaining the working of the LV precharge-precheck function of the system for high voltage (HV) monitoring in non-HVIL vehicles, in accordance with one embodiment of the present disclosure;
Figures 5 depict a flowchart illustrating the method for the LV precharge-precheck function of the system for high voltage (HV) monitoring in non-HVIL vehicles, in accordance with one embodiment of the present disclosure;
Figure 6 depicts a flowchart explaining the working of the HV precharge function of the system for high voltage (HV) monitoring in non-HVIL vehicles, in accordance with one embodiment of the present disclosure; and
Figures 7A and 7B depict a flowchart illustrating the method for the HV precharge function of the system for high voltage (HV) monitoring in non-HVIL vehicles, in accordance with one embodiment of the present disclosure.
LIST OF REFERENCE NUMERALS
100 System
102 HV Battery-pack
102a HV Battery
104 Battery Management System (BMS)
106 Vehicle Control Unit/ Hybrid Control Unit (VCU/HCU)
108 HV components
a HV/Ac Compressor
b HV Battery Heater
c HV Cabin Heater
d HV OBC+DCDC
e HV eRAD
f HV eFAD
110 HV DC Bus
112 HV Connections
12a HV Auxiliary Connection
12b HV Traction Connection
12c HV DC Fast Charging Connection
g CCS Type 2 Charge Port
114 HV AC Input
116 CAN/LIN Bus
118 BMS hardwired signal
18a HVIL In
18b HVIL Out
DETAILED DESCRIPTION
Embodiments, of the present disclosure, will now be described with reference to the accompanying drawing.
Embodiments are provided so as to thoroughly and fully convey the scope of the present disclosure to the person skilled in the art. Numerous details are set forth, relating to specific components, and methods, to provide a complete understanding of embodiments of the present disclosure. It will be apparent to the person skilled in the art that the details provided in the embodiments should not be construed to limit the scope of the present disclosure. In some embodiments, well-known processes, well-known apparatus structures, and well-known techniques are not described in detail.
The terminology used, in the present disclosure, is only for the purpose of explaining a particular embodiment and such terminology shall not be considered to limit the scope of the present disclosure. As used in the present disclosure, the forms "a,” "an," and "the" may be intended to include the plural forms as well, unless the context clearly suggests otherwise. The terms “including,” and “having,” are open-ended transitional phrases and therefore specify the presence of stated features, integers, steps, operations, elements, and/or components, but do not forbid the presence or addition of one or more other features, integers, steps, operations, elements, components, and/or groups thereof. The particular order of steps disclosed in the method and process of the present disclosure is not to be construed as necessarily requiring their performance as described or illustrated. It is also to be understood that additional or alternative steps may be employed.
When an element is referred to as being “engaged to,” "connected to," or "coupled to" another element, it may be directly engaged, connected, or coupled to the other element. As used herein, the term "and/or" includes any and all combinations of one or more of the associated listed elements.
In electric and hybrid vehicles, managing high-voltage circuits is crucial for safety. Improper connections between high-voltage components and the power supply can lead to electrical shocks, short circuits, or system damage during maintenance or operation. Simplified safety designs in some systems may increase risks if robust safety interlocks are not in place. This can result in shocks, short circuits from mishandling, and severe damage to vehicle systems, posing risks to users and technicians and impacting system reliability.
Existing High Voltage Interlock Loop (HVIL) systems, introduce challenges such as higher manufacturing and maintenance costs, added weight, and reduced design flexibility. They also face reliability issues, including false alarms and potential failures in fault detection.
To address the issues of the existing systems and methods, the present disclosure envisages a system (hereinafter referred to as “system 100”) and method for high voltage (HV) monitoring in non-HVIL vehicles. The system (100) will now be described with reference to Figure 1, Figure 2, and Figure 3. The method (200) for the LV precharge-precheck function of the system for high voltage (HV) monitoring in non-HVIL vehicles will be described with reference to Figure 4 and Figure 5. The method (300) for the HV precharge function of the system for high voltage (HV) monitoring in non-HVIL vehicles will be described with reference to Figure 6, Figure 7A, and Figure 7B.
Referring to Figure 1, the system (100) comprises an HV battery-pack (102), a Battery Management System (BMS) (104), a vehicle control unit (VCU/HCU) (106), HV components (108), an HV DC Bus (110), HV connections (112), HV AC Input (114), CAN/LIN Bus (116), and BMS hardwired signal (118).
The HV battery-pack (102) comprises an HV battery (102a) connected to the BMS (104) through the HV DC Bus (110). The HV DC Bus (110) has HV connections (112) depending upon the voltage requirement of various HV components (108) in the vehicle.
The HV connections include an HV auxiliary connection (12a), an HV traction connection (12b), and an HV DC fast charging connection (12c). The HV auxiliary connection (12a) is an HV connection between HV battery (102a) and HV components (108) drawing HV auxiliary load including On-board charger (OBC) (d), DC-to-DC converter (d), A/C compressor (a), cabin heater (c) and battery heater (b). The HV auxiliary load draws upto 40 A current to power HV components. The HV traction connection (12b) is an HV connection
between HV battery (102a) and HV components (108) drawing HV traction load including eRAD (rear axle) (e), eFAD (front axle) (f), and E-drive units. The HV traction load draws up to 800 A current to power respective HV components. The HV DC fast charging connection (12c) is an HV connection from CCS Type 2 charge port (g) to the HV battery (102a). The CCS Type 2 charge port (g) is connected to a DC fast charging interface external to the vehicle.
The vehicle control unit (VCU/HCU) (106) is connected to the BMS (104) through the HV battery pack (102). The VCU/HCU (106) facilitates voltage and power supply to the HV components (108) from the HV battery (102a). The VCU/HCU (106) coordinates the HV power-up and power-down sequence amongst all the HV components (108) based on signals received from the BMS (104). The VCU/HCU is also configured for HV and LV energy management and HV co-ordination.
Figure 2 illustrates the system for high voltage (HV) monitoring in non-HVIL vehicles in accordance with one embodiment of the present disclosure. The system monitors the voltage in the unshielded vehicle's electric circuitry in order to detect faults in connections between the HV components (108) of the vehicle and their respective HV connectors. The system further regulates the voltage in unshielded vehicle’s electric circuitry in order to mitigate potential damage and risks associated with the detected faults.
The Vehicle Control Unit (VCU/HCU) (106) orchestrates the power-up and power-down sequence for high-voltage components, while the Battery Management System (BMS) (104) seamlessly integrates the HV battery pack (102), HV DC bus (110), and HV components (108). The HV connections (112) include the HV auxiliary (12a) connection, the HV traction (12b) connection, and the HV DC Fast Charging (12c) connection. The BMS (104) and VCU/HCU (106) are responsible for detecting and mitigating indirect-HVIL faults, ensuring the operational safety of the unshielded vehicle. A pre-defined LV precharge-precheck voltage is established on the HV DC bus (110) by the DC-to-DC converter (d) to prepare the system for high-voltage operation. Both the BMS (104) and VCU/HCU (106) continuously monitor the HV component voltage on the HV DC bus input side, comparing it to the predefined LV precharge-precheck voltage. Upon confirming that the HV component voltage aligns with this LV precharge-precheck voltage, the system initiates the HV power-up in precharge mode, which includes building up the HV precharge voltage and connecting the HV battery pack (102) to the HV DC bus (110). The VCU/HCU (106) regulates the voltage and power supplied to the HV components (108) based on the signals received from the BMS (104). The communication from the VCU/HCU (106) is directed to the HV components (108) through a CAN/LIN bus (116). Thus, the system (100) ensures a controlled and secure integration and operation of high-voltage components in an unshielded vehicle.
Figure 3 illustrates the system for high voltage (HV) monitoring in non-HVIL vehicles in accordance with another embodiment of the present disclosure. The BMS (104) is configured to channel the voltage monitoring and regulation information through a BMS hardwired signal (118). The BMS hardwired signal establishes direct communication between the BMS (104) and HV components (108) wherein the HV components (108) are situated at a distance from the BMS and the VCU/HCU communication network. Such HV components (108) specifically comprise HVAC components including HV A/C compressor (a) and HV cabin heater (c). The BMS hardwired signal (118) is configured to comprise an HVIL In (18a) connection and an HVIL Out (18b) connection between the BMS (104) and HV components (108) to send and receive signals. The BMS hardwired signal (118) overcomes the signal latency in communication via CAN/LIN bus (116) ensuring quicker transmission of signals particularly between the BMS (104) and the HV components (108) situated at a distance from the BMS and the VCU/HCU communication network.
Figure 4 depicts a flowchart explaining the working of the LV precharge-precheck function of the system for high voltage (HV) monitoring in non-HVIL vehicles, in accordance with one embodiment of the present disclosure. The LV precharge-precheck function of the system (100) is configured to ensure electric safety in an unshielded electric or hybrid vehicle, wherein the vehicle is in precharge mode. In precharge mode, the high voltage supply from the HV battery (102a) to the HV DC bus (110) is not initiated. In the precharge mode, the DC-to-DC converter (d) builds up a pre-defined LV precharge-precheck voltage on the HV DC bus (110). The LV precharge-precheck voltage is distinct for each HV component (108). The predefined LV precharge-precheck voltage is set to be the operating voltage of the HV components (108). In a preferred embodiment, the predefined LV precharge-precheck voltage is set to be less than and up to 60V for each HV component (108). The HV component voltage is sensed and monitored for each HV component (108) on the HV DC bus input side of the HV component (108). The predefined LV precharge-precheck voltage is compared with the sensed HV component voltage for each HV component (108). If the sensed HV component voltage matches with the predefined LV precharge-precheck voltage for each of the HV components then the BMS (104) and the VCU/HCU (106) initiate the HV power-up. Further, the HV precharge voltage is built up on the HV DC bus (110) by connecting the HV battery (102a) to the HV DC bus (110). In a scenario, where the sensed HV component voltage does not match with the predefined LV precharge-precheck voltage for each of the HV components then the BMS (104) and the VCU/HCU (106) inhibit HV power-up and further indicate the presence of indirect-HVIL faults in the vehicle. Further, the BMS (104) and VCU/HCU (106) are configured to indicate particular HV components (108) in which indirect-HVIL faults are detected and direct service technicians to fix the particular HV component (108).
Figures 5 depict a flowchart illustrating the method (200) for the LV precharge-precheck function of the system for high voltage (HV) monitoring in non-HVIL vehicles, in accordance with one embodiment of the present disclosure. The order in which method 200 is described is not intended to be construed as a limitation, and any number of the described method steps may be combined in any order to implement method 200, or an alternative method. Furthermore, method 200 may be implemented by processing resource or computing device(s) through any suitable hardware, non-transitory machine-readable medium/instructions, or a combination thereof. The method 200 comprises the following steps:
At step 202, LV precharge- precheck voltage is built by the DC-to-DC converter (d) on the HV DC bus (110) ;
At step 204, HV component voltage is sensed and monitored by the BMS (104) and the VCU/HCU (106) on the HV DC bus input side of the HV component (108);
At step 206, HV component voltage is compared with LV precharge -precheck voltage for the HV component by the BMS (104) and the VCU/HCU (106);
At step 208, if the HV component voltage matches with LV precharge -precheck voltage for the HV component (108), then HV power-up is triggered, HV precharge voltage build-up is initiated and the HV battery-pack (102) is connected to the HV DC bus (110), by the BMS (104), and the VCU/HCU (106), wherein the HV components (108) are connected to the HV DC bus (110) ; and
At step 210, if the HV component voltage does not match with the LV precharge-precheck voltage for the HV component (108), then an indirect-HVIL fault is detected, HV power-up is inhibited and service technicians are directed by the BMS (104), and the VCU/HCU (106) to fix the particular HV component (108) with the indirect-HVIL fault.
Figure 6 depicts a flowchart explaining the working of the HV precharge function of the system for high voltage (HV) monitoring in non-HVIL vehicles, in accordance with one embodiment of the present disclosure. The HV precharge function of the system is configured to ensure electric safety in an unshielded electric or hybrid vehicle, after a successful HV power-up in the vehicle. Each HV component (108) is configured to have an HV component voltage monitoring part. The HV component voltage monitoring part along with the BMS (104) and the VCU/HCU (106) is configured to sense and monitor the HV component voltage of the HV component (108). If the sensed HV component voltage does not match with the predefined LV precharge-precheck voltage value,which is set as the HV components’ operating voltage, for any of the HV components (108) then an indirect-HVIL fault is detected between the HV component (108) and the respective HV connector of the HV component (108). On detection of an in-direct fault, the state of motion of the vehicle is determined by the VCU/HCU (106). If the vehicle is idle with vehicle speed at 0 kmph then an HV emergency power down is initiated by the HV component (108) and the BMS (104), by making respective HV loads to go in a standby mode there by disconnecting the battery pack from the rest of HV DC bus by giving request to open HV Contactor without any Load current. If the vehicle is in motion, then the VCU/HCU (106) determines the speed of the vehicle. If the vehicle speed exceeds a predefined threshold then a controlled HV power down is initiated by the VCU/HCU (106) in order to gradually reduce the vehicle speed. In an embodiment, the predefined threshold for vehicle speed is set at 5kmph. On reduction of vehicle speed to or below the predefined threshold, the VCU/HCU (106) isolates the HV battery-pack (102) from the HV DC bus (110) and further the VCU/HCU (106) initiates an active discharge to lower the HV DC bus voltage below a pre-defined value. The VCU/HCU (106) initiates the standby mode request to all HV loads to ensure the HV contactors open without any load current by sending a request to BMS (104) to open the HV Contactor in a controlled power-down operation. The system (100) facilitates the lowering of HV DC bus voltage below 60V in 3 sec.
Figures 7A and 7B depict a flowchart illustrating the method (300) for the HV precharge function of the system for high voltage (HV) monitoring in non-HVIL vehicles, in accordance with one embodiment of the present disclosure. The order in which method 200 is described is not intended to be construed as a limitation, and any number of the described method steps may be combined in any order to implement method 200, or an alternative method. Furthermore, method 200 may be implemented by processing resource or computing device(s) through any suitable hardware, non-transitory machine-readable medium/instructions, or a combination thereof. The method 300 comprises the following steps:
At step 302, HV component voltage is monitored by the HV component voltage monitoring part along with the BMS (104) and the VCU/HCU (106);
At step 304, If the monitored HV component voltage does not match with the LV precharge-precheck voltage value, then an indirect-HVIL fault is detected in the connection between the HV component (108) and the respective HV connector;
At step 306, the state of motion of the vehicle is determined by the VCU/HCU (106);
At step 308, if the vehicle is idle, HV Emergency Power down is initiated by the HV component (108) and the VCU/HCU (106);
At step 310, if the vehicle is in motion, the vehicle speed is determined by the VCU/HCU (106);
At step 312, if the vehicle speed exceeds the pre-defined threshold, controlled HV power down is initiated by the VCU/HCU (106) in order to reduce the vehicle speed below the pre-defined threshold; and
At step 314, once the vehicle speed is reduced below the pre-defined threshold, then HV battery-pack (102) is isolated from the HV DC bus (110), and active discharge is initiated to drop the HV DC bus voltage below a pre-defined value.
The foregoing description of the embodiments has been provided for purposes of illustration and is not intended to limit the scope of the present disclosure. Individual components of a particular embodiment are generally not limited to that particular embodiment but are interchangeable. Such variations are not to be regarded as a departure from the present disclosure, and all such modifications are considered to be within the scope of the present disclosure.
TECHNICAL ADVANCEMENTS AND ECONOMIC SIGNIFICANCE
The present disclosure described herein above has several technical advantages including, but not limited to, the realization of a system and method for high voltage (HV) management in non-HVIL vehicles, that:
• enables fault isolation and vehicle safety before and after HV power-up,
• enhances fault identification in electric and hybrid vehicles (xEVs),
• manages precharge voltage effectively ensuring safe and controlled HV power-up,
• streamlines maintenance and reduces diagnostic time by guiding technicians to exact HV components with indirect-HVIL faults,
• reduces signal latency in electric and hybrid vehicles by integrating direct and indirect HVIL monitoring,
• ensures operational safety by initiating a controlled power down when faults are detected,
• increases vehicle reliability by reducing vehicle downtime and system failures with enhanced fault management,
• proactively detect faults at an early stage to avoid costly component maintenance, thereby extending the vehicle's operational life,
• improves compliance with safety regulations, potentially lowering insurance premiums and liability costs, and
• provides a cost-effective solution for fault management and mitigation in non-HVIL vehicles.
The embodiments herein and the various features and advantageous details thereof are explained with reference to the non-limiting embodiments in the following description. Descriptions of well-known components and processing techniques are omitted so as to not unnecessarily obscure the embodiments herein. The examples used herein are intended merely to facilitate an understanding of ways in which the embodiments herein may be practiced and to further enable those of skill in the art to practice the embodiments herein. Accordingly, the examples should not be construed as limiting the scope of the embodiments herein.
The foregoing description of the specific embodiments so fully reveals the general nature of the embodiments herein that others can, by applying current knowledge, readily modify and/or adapt for various applications such specific embodiments without departing from the generic concept, and, therefore, such adaptations and modifications should and are intended to be comprehended within the meaning and range of equivalents of the disclosed embodiments. It is to be understood that the phraseology or terminology employed herein is for the purpose of description and not of limitation. Therefore, while the embodiments herein have been described in terms of preferred embodiments, those skilled in the art will recognize that the embodiments herein can be practiced with modification within the spirit and scope of the embodiments as described herein.
The use of the expression “at least” or “at least one” suggests the use of one or more elements or ingredients or quantities, as the use may be in the embodiment of the disclosure to achieve one or more of the desired objects or results.
Any discussion of documents, acts, materials, devices, articles, or the like that has been included in this specification is solely for the purpose of providing a context for the disclosure. It is not to be taken as an admission that any or all of these matters form a part of the prior art base or were common general knowledge in the field relevant to the disclosure as it existed anywhere before the priority date of this application.
The numerical values mentioned for the various physical parameters, dimensions or quantities are only approximations and it is envisaged that the values higher/lower than the numerical values assigned to the parameters, dimensions or quantities fall within the scope of the disclosure, unless there is a statement in the specification specific to the contrary.
While considerable emphasis has been placed herein on the components and component parts of the preferred embodiments, it will be appreciated that many embodiments can be made and that many changes can be made in the preferred embodiments without departing from the principles of the disclosure. These and other changes in the preferred embodiment as well as other embodiments of the disclosure will be apparent to those skilled in the art from the disclosure herein, whereby it is to be distinctly understood that the foregoing descriptive matter is to be interpreted merely as illustrative of the disclosure and not as a limitation. ,CLAIMS:WE CLAIM:
1. A system (100) for high voltage management in non-HVIL vehicles, the system (100) comprising:
• an HV battery-pack (102) configured to comprise an HV battery (12a),
• HV components (108) including a DC-DC converter (d), E-Drive (Motor Control Unit), HV eRAD (e), HV fRAD (f), an Onboard DC Charger (d), an A/C compressor (a), a cabin heater (c) and a battery heater (b);
• HV DC bus (110) receives power directly from the HV battery (102a) and connects to HV components (108);
• a Vehicle Control Unit (VCU/HCU) (106) that manages the power-up and power-down sequence for HV components (108);
• HV connection (112) between the HV battery (102a) and HV components (108) including HV Auxiliary connection (12a), HV traction connection (12b), and HV DC fast charging connection (12c); and
• a Battery Management System (BMS) (104) configured to control signals between the HV battery-pack (102), HV DC bus (110), and HV components (108).
2. The system as claimed in claim 1, wherein the HV auxiliary connection (12a) is an HV connection (112) between HV Battery-pack (102) and an HV component (108) drawing HV Auxiliary load.
3. The system as claimed in claim 1, wherein the HV traction connection (12b) is an HV connection (112) between HV Battery-pack (102) and an HV component (108) drawing HV traction load.
4. The system as claimed in claim 1, wherein the HV DC fast charging connection (12c) is a combined charging system including an HV connection (112) between the HV battery-pack (102) and a CSS type 2 charge port (g).
5. The system as claimed in claim 1, wherein the Battery Management System (BMS) (104) is configured to detect the indirect-HVIL fault and mitigate the damage in electric and hybrid vehicles.
6. The system as claimed in claim 5, wherein the Battery Management System (BMS) (104) is configured to detect the indirect-HVIL fault between the HV components (108) and the HV connectors and mitigate the damage in electric and hybrid vehicles before building up of HV precharge voltage on the HV DC bus (110).
7. The system as claimed in claim 6, wherein the DC-to-DC converter (d) is configured to build up a pre-defined LV precharge- precheck voltage in the HV DC bus (110) in a precharge mode.
8. The system as claimed in claim 6, wherein the BMS (104) is further configured to detect the indirect-HVIL fault between the HV components (108) and their respective HV connectors by matching the HV component voltage sensed on the HV DC bus input side of the HV component with the pre-defined LV precharge-precheck voltage for the HV component.
9. The method (200) for the system as claimed in claim 6,
• LV precharge- precheck voltage is built by the DC-to-DC converter (d) on the HV DC bus (110) ;
• HV component voltage is sensed and monitored by the BMS (104) and the VCU/HCU (106) on the HV DC bus input side of the HV component (108);
• HV component voltage is compared with LV precharge -precheck voltage for the HV component by the BMS (104) and the VCU/HCU (106);
• if the HV component voltage matches with LV precharge -precheck voltage for the HV component (108), then HV power-up is triggered, HV precharge voltage build-up is initiated and the HV battery-pack (102) is connected to the HV DC bus (110), by the BMS (104), and the VCU/HCU (106), wherein the HV components (108) are connected to the HV DC bus (110) ; and
• if the HV component voltage does not match with the LV precharge-precheck voltage for the HV component (108), then an indirect-HVIL fault is detected, HV power-up is inhibited and service technicians are directed by the BMS (104), and the VCU/HCU (106) to fix the particular HV component (108) with the indirect-HVIL fault.
10. The system as claimed in claim 5, wherein the Battery Management System (BMS) (104) is configured to detect an indirect-HVIL fault between the HV components (108) and the HV connectors and mitigate the damage in electric and hybrid vehicles after successful HV power-up.
11. The method (300) for the system as claimed in claim 10,
• HV component voltage is monitored by the HV component voltage monitoring part along with the BMS (104) and the VCU/HCU (106);
• if the monitored HV component voltage does not match with the LV precharge-precheck voltage value, then an indirect-HVIL fault is detected in the connection between the HV component (108) and the respective HV connector;
• the state of motion of the vehicle is determined by the VCU/HCU (106);
• if the vehicle is idle, HV Emergency Power down is initiated by the HV component (108) and the VCU/HCU (106);
• if the vehicle is in motion, the vehicle speed is determined by the VCU/HCU (106);
• if the vehicle speed exceeds the pre-defined threshold, controlled HV power down is initiated by the VCU/HCU (106) in order to reduce the vehicle speed below the pre-defined threshold; and
• once the vehicle speed is reduced below the pre-defined threshold, then HV battery-pack (102) is isolated from the HV DC bus (110), and active discharge is initiated to drop the HV DC bus voltage below a pre-defined value.
12. The system as claimed in claim 1, wherein the system is further configured to have a combination of direct and indirect-HVIL monitoring in order to reduce signal latency.
13. The system as claimed in claim 10, wherein the BMS (104) is configured to passively perform direct HVIL monitoring through a BMS hardwired signal (118) to HV components.
14. The system as claimed in claim 1, wherein the BMS (104) and the VCU/HCU (106) are further configured to indicate particular HV components (108) with an indirect-HVIL fault.
15. The system as claimed in claim 6, wherein the VCU/HCU (106) is further configured to enable targeted issue resolution by directing service technicians to fix the respective HV components (108) with indirect-HVIL faults.

Dated this 22nd day of October, 2024

_______________________________
MOHAN RAJKUMAR DEWAN, IN/PA – 25
of R.K.DEWAN & CO.
Authorized Agent of Applicant

TO,
THE CONTROLLER OF PATENTS
THE PATENT OFFICE, CHENNAI