阅读说明：本技术 一种混合动力系统及其控制方法 (Hybrid power system and control method thereof ) 是由 李军 吕永宾 杨杰君 席力克 赵铃 张彪 毛懿坪 毛晓龙 黄一峰 赵芮烽 汪帆 于 2019-08-09 设计创作，主要内容包括：本发明提供了一种混合动力系统,适用于混合动力公路客车,所述混合动力系统包括：第一电气回路、第二电气回路以及控制模块,所述第一电气回路与所述第二电气回路用于为所述混合动力公路客车提供动力源,所述控制模块响应于所述第一电气回路发生故障,控制所述第一电气回路停止运行并控制所述第二电气回路启动。(The invention provides a hybrid power system, which is suitable for a hybrid power highway passenger car, and comprises: the control module responds to the first electric circuit to generate faults, controls the first electric circuit to stop running and controls the second electric circuit to start.)

1. A hybrid power system adapted for use in a hybrid highway bus, the hybrid power system comprising:

the control module responds to the first electric circuit to generate faults, controls the first electric circuit to stop running and controls the second electric circuit to start.

2. The hybrid system according to claim 1,

the first electrical circuit includes:

the first power supply is coupled with the first controller through a first switch, and in response to the first switch being closed, the first power supply drives the first motor to operate under the control of the first controller; and

the second electrical circuit comprises:

the second power supply is coupled with the second controller through a second switch, and in response to the second switch being closed, the second power supply drives the second motor to operate under the control of the second controller;

the control module responds to the first power supply, the first controller or the first motor, controls the first switch to be opened to control the first electric circuit to stop running, and controls the second switch to be closed to control the second electric circuit to be started.

3. The hybrid system of claim 2, further comprising:

a load having an anode coupled to an anode of the first power source through a third switch and to an anode of the second power source through a fourth switch, a cathode coupled to a cathode of the first power source and a cathode of the second power source,

the control module responds to the first power supply, the first controller or the first motor, controls the load to stop, sequentially controls the third switch and the first switch to be disconnected, sequentially controls the second switch and the fourth switch to be closed, and then controls the load to be started.

4. The hybrid system of claim 3, wherein the control module controls the second switch to close after the first switch is open for a first predetermined time.

5. The hybrid power system of claim 4, wherein the load comprises an on-board air conditioner, and the control module sends a shutdown command to the on-board air conditioner in response to a failure of the first power source, the first controller, or the first motor, sequentially controls the third switch and the first switch to be turned off in response to receiving shutdown feedback information sent by the on-board air conditioner, and sequentially controls the second switch and the fourth switch to be turned on in response to a first preset time after the first switch is turned off, and then controls the on-board air conditioner to be turned on.

6. The hybrid system of claim 4, wherein the load comprises:

a DCDC conversion module, a positive input terminal of which is coupled with a positive electrode of the first power source through the third switch and is coupled with a positive electrode of the second power source through the fourth switch, a negative input terminal of which is coupled with a negative electrode of the first power source and a negative electrode of the second power source, a positive output terminal and a negative output terminal of which are coupled with a positive electrode and a negative electrode of an on-vehicle battery of the hybrid highway passenger vehicle, respectively,

the control module responds to the first power supply, the first controller or the first motor breaks down, firstly sends a shutdown instruction to the DCDC conversion module, responds to the shutdown feedback information sent by the DCDC conversion module and then sequentially controls the third switch and the first switch to be disconnected, and controls the second switch and the fourth switch to be sequentially closed and then controlled after the first switch is disconnected for a first preset time, so that the DCDC conversion module is started.

7. The hybrid system of claim 6, wherein the DCDC conversion module includes a first DCDC conversion module and a second DCDC conversion module connected in parallel, and the control module sends a shutdown command to the first DCDC conversion module in response to the first DCDC conversion module failing and controls the second DCDC conversion module to start in response to receiving shutdown feedback information sent by the first DCDC conversion module.

8. The hybrid system of claim 7, wherein the control module controls the second DCDC conversion module to start in response to not receiving the shutdown feedback information sent by the first DCDC conversion module within a second predetermined time.

9. The hybrid system of claim 4, wherein the third switch is a first relay, the positive pole of the load is coupled to the positive pole of the first power source through a normally open contact of the first relay, and the control module controls energization of a coil of the first relay to control closing of the normally open contact of the first relay in response to the first electrical circuit being activated; and

the fourth switch is a second relay, the positive pole of the load is coupled with the positive pole of the second power supply through a normally open contact of the second relay, and the control module controls the coil of the second relay to be electrified to control the normally open contact of the second relay to be closed in response to the second electric loop being started,

the control module controls the coil of the first relay to be powered off and then controls the first switch to be switched off after the load is shut down, and controls the coil of the second relay to be powered on and then controls the load to be started after the second switch is controlled to be switched on.

10. The hybrid system of claim 9, further comprising:

the low-voltage interlocking relay is used for ensuring that only one of coils of the first relay and the second relay is electrified, a first power supply end supplies power to the coil of the first relay through a normally open contact of the low-voltage interlocking relay, a second power supply end supplies power to the coil of the second relay through a normally closed contact of the low-voltage interlocking relay, and the coil of the low-voltage interlocking relay supplies power through the first power supply end;

the control module responds to the starting of the first electric loop and controls the first power supply end to supply power, and the control module responds to the starting of the second electric loop and controls the second power supply end to supply power.

11. The hybrid system according to claim 3,

the second electric circuit further comprises a second pre-charging circuit, the second pre-charging circuit is connected with the second switch in parallel, the control module responds to the first power supply, the first controller or the first motor, controls the first electric circuit to stop running and then controls the second pre-charging circuit to be connected, responds to the second electric circuit after pre-charging is finished and then controls the second switch to be closed, and then controls the second pre-charging circuit to be disconnected.

12. A control method of a hybrid power system for a hybrid electric bus, the hybrid power system including a first electric circuit and a second electric circuit that provide a power source for the hybrid electric bus, the control method comprising:

controlling the first electrical circuit to stop operating in response to the first electrical circuit failing; and

and controlling the second electric loop to start.

13. The control method of claim 12, wherein the first electrical circuit includes a first power source, a first switch, a first controller, and a first motor electrically connected, and the second electrical circuit includes a second power source, a second switch, a second controller, and a second motor electrically connected, and the controlling the first electrical circuit to stop operation includes:

in response to a failure of the first power supply, the first controller or the first motor, controlling the first switch to open to control the first electrical circuit to stop operating; and

the controlling the second electrical loop to start comprises:

controlling the second switch to close to control the second electric loop to start.

14. The method of claim 13, wherein the hybrid system further includes a load, a third switch, and a fourth switch, the first power source and the second power source powering the load through the third switch and the fourth switch, respectively, the controlling the first switch to open further comprising:

controlling the load to stop;

controlling the third switch to turn off; and

controlling the first switch to be switched off; and

the controlling the second switch to close comprises:

controlling the second switch to close;

controlling the fourth switch to close; and

and controlling the load to start.

15. The control method of claim 14, wherein said controlling the second switch to close comprises;

and after a first preset time interval, controlling the second switch to be closed.

16. The control method according to claim 15, wherein the load includes an on-vehicle air conditioner, and the controlling the load stop includes:

sending a shutdown instruction to the vehicle-mounted air conditioner; and

the controlling the third switch to turn off comprises:

and controlling the third switch to be switched off in response to receiving the shutdown feedback information sent by the vehicle-mounted air conditioner.

17. The control method of claim 15, wherein the load comprises a DCDC conversion module, and wherein controlling the load to shutdown comprises:

sending a shutdown instruction to the DCDC conversion module; and

the controlling the third switch to turn off comprises:

and controlling the third switch to be switched off in response to receiving the shutdown feedback information sent by the DCDC conversion module.

18. The control method according to claim 17, wherein the DCDC conversion module includes a first DCDC conversion module and a second DCDC conversion module, the control method further comprising:

sending a shutdown instruction to the first DCDC conversion module in response to the first DCDC conversion module failing; and

and controlling the second DCDC conversion module to start in response to receiving the shutdown feedback information sent by the first DCDC conversion module.

19. The control method according to claim 18, characterized by further comprising:

and controlling the second DCDC conversion module to start in response to the fact that the shutdown feedback information sent by the first DCDC conversion module is received within a second preset time.

20. The control method of claim 15, wherein the third switch is a first relay, the fourth switch is a second relay, and the controlling the third switch to open comprises:

controlling a coil of the first relay to be powered off; and

the controlling the fourth switching comprises:

and controlling the coil of the second relay to be electrified.

21. The control method according to claim 20, wherein the hybrid system further includes a low-voltage interlock relay, a first power supply terminal that supplies power to a coil of the first relay through a normally open contact of the low-voltage interlock relay, and a second power supply terminal that supplies power to a coil of the second relay through a normally closed contact of the low-voltage interlock relay, the coil of the low-voltage interlock relay being supplied with power through the first power supply terminal,

the controlling the coil of the first relay to be de-energized includes:

controlling the first power supply end to be powered off; and

the controlling of the energization of the coil of the second relay includes:

and controlling the second power supply end to be electrified.

22. The control method of claim 13, wherein the second electrical circuit further comprises a second pre-charge circuit, and wherein controlling the second electrical circuit to start comprises:

controlling the second pre-charging loop to be conducted;

controlling the second switch to close in response to the second electrical circuit being precharged; and

and controlling the second pre-charging circuit to be disconnected.

23. An electronic device comprising a memory, a processor and a computer program stored on the memory, characterized in that the processor is adapted to carry out the steps of the control method according to any one of claims 12 to 22 when executing the computer program stored on the memory.

24. A computer storage medium having a computer program stored thereon, wherein the computer program when executed implements the steps of a control method according to any one of claims 12 to 22.

Technical Field

The invention relates to a power system in the field of mechanical traffic, in particular to a hybrid power system suitable for a hybrid power highway bus and a control method thereof.

Background

The conventional hybrid power highway bus belongs to the market blank, and the side surface shows that the hybrid power highway bus is a technical high point and is difficult to break through. In terms of hybrid technology, the road working condition is far more complex than the public transportation working condition, and the concrete expression is in the following aspects:

1. the hybrid power highway passenger car has the driving capacities of high maximum speed, large climbing gradient, long duration of high-speed driving, continuous downhill and the like, so that the hybrid power highway passenger car is required to have strong power performance;

2. the daily operation mileage of the hybrid power highway bus reaches over 400 kilometers, but the logistics guarantee capability is poor, so the endurance mileage of the hybrid power highway bus is required to be long;

3. the hybrid power highway bus is required to have high reliability, and cannot cause the incapability of running of vehicles due to the fault of parts (particularly a power system), particularly, the hybrid power highway bus for scenic spot operation has the characteristics of narrow road, steep slope, more curves, urgency and the like in scenic spots, so the reliability requirement on the hybrid power system is more strict;

4. the difficulty of oil saving rate is high: because the running conditions of frequent starting and stopping, low-speed running, neutral gear sliding braking, engine stopping, idling and the like of the public transport vehicle do not exist, the hybrid power highway bus is difficult to realize higher fuel-saving rate similar to the public transport vehicle.

The new energy power systems applied to the existing hybrid power highway passenger car are all single power chain structures, and new energy parts are as follows: the reliability of products such as a power battery, a driving motor, a motor controller and the like is still insufficient, any one part breaks down, the whole vehicle is anchored on a road, the road is blocked, and potential safety hazards exist.

Aiming at the high reliability requirement of a hybrid power highway passenger car, the invention provides a hybrid power system comprising double electric circuits, when one part of one electric circuit breaks down, the other electric circuit can be switched to supply power, and the normal running of the whole car is ensured, so that the safety of the whole car is effectively improved, and the vehicle breakdown even safety accidents caused by the single part failure are avoided.

Disclosure of Invention

The following presents a simplified summary of one or more aspects in order to provide a basic understanding of such aspects. This summary is not an extensive overview of all contemplated aspects, and is intended to neither identify key or critical elements of all aspects nor delineate the scope of any or all aspects. Its sole purpose is to present some concepts of one or more aspects in a simplified form as a prelude to the more detailed description that is presented later.

According to an aspect of the present invention, there is provided a hybrid system adapted for a hybrid highway passenger vehicle, the hybrid system comprising:

the control module responds to the first electric circuit to generate faults, controls the first electric circuit to stop running and controls the second electric circuit to start.

Still further, the first electrical circuit includes: the first power supply is coupled with the first controller through a first switch, and in response to the first switch being closed, the first power supply drives the first motor to operate under the control of the first controller; and the second electrical circuit comprises: the second power supply is coupled with the second controller through a second switch, and in response to the second switch being closed, the second power supply drives the second motor to operate under the control of the second controller; the control module responds to the first power supply, the first controller or the first motor, controls the first switch to be opened to control the first electric circuit to stop running, and controls the second switch to be closed to control the second electric circuit to be started.

Still further, the hybrid system further includes: the load, the positive pole of load pass through the third switch with the positive pole of first power supply is coupled and pass through the fourth switch with the positive pole of second power supply is coupled, the negative pole of load with the negative pole of first power supply and the negative pole of second power supply is coupled, control module responds to first power supply first controller or first motor breaks down, controls earlier the load is shut down and then controls in proper order the third switch with the disconnection of first switch, and controls in proper order the second switch with the fourth switch closure is controlled again the load starts.

Furthermore, the control module controls the second switch to be closed after the first switch is turned off for a first preset time.

Furthermore, the load comprises a vehicle-mounted air conditioner, the control module responds to the first power supply, the first controller or the first motor, sends a stop instruction to the vehicle-mounted air conditioner, responds to the stop feedback information sent by the vehicle-mounted air conditioner and then sequentially controls the third switch and the first switch to be disconnected, and controls the second switch and the fourth switch to be sequentially closed and then controls the vehicle-mounted air conditioner to be started after the first switch is disconnected for a first preset time.

Still further, the load includes: DCDC conversion module, DCDC conversion module's positive input end passes through the third switch with the positive coupling of first power supply and through the fourth switch with the positive coupling of second power supply, DCDC conversion module's negative pole input with the negative pole of first power supply and the negative pole of second power supply is coupled, DCDC conversion module's positive output and negative pole output respectively with the positive pole and the negative pole of hybrid power public bus's on-vehicle battery are coupled, control module responds to first power supply, first controller or first motor breaks down, earlier to DCDC conversion module sends shut down the instruction, and respond to and receive after the shut down feedback information that DCDC conversion module sent again control in proper order the third switch with the disconnection of first switch, and after the first switch disconnection first preset time of earlier control the second switch with the fourth switch closes in proper order And controlling the DCDC conversion module to start.

Still further, the DCDC conversion module includes a first DCDC conversion module and a second DCDC conversion module connected in parallel, and the control module sends a shutdown instruction to the first DCDC conversion module in response to the first DCDC conversion module failing, and controls the second DCDC conversion module to start in response to receiving shutdown feedback information sent by the first DCDC conversion module.

Further, the control module controls the second DCDC conversion module to start in response to not receiving the shutdown feedback information sent by the first DCDC conversion module within a second preset time.

Still further, the third switch is a first relay, the positive pole of the load is coupled with the positive pole of the first power source through a normally open contact of the first relay, and in response to the first electrical loop being activated, the control module controls the coil of the first relay to be energized to control the normally open contact of the first relay to be closed; and the fourth switch is a second relay, the positive pole of the load is coupled with the positive pole of the second power supply through the normally open contact of the second relay, in response to the start of the second electrical loop, the control module controls the coil of the second relay to be electrified to control the normally open contact of the second relay to be closed, the control module controls the coil of the first relay to be powered off and then controls the first switch to be switched off after the load is stopped, and controls the coil of the second relay to be electrified and then controls the load to be started after the second switch is controlled to be closed.

Still further, the hybrid system further includes: the low-voltage interlocking relay is used for ensuring that only one of coils of the first relay and the second relay is electrified, a first power supply end supplies power to the coil of the first relay through a normally open contact of the low-voltage interlocking relay, a second power supply end supplies power to the coil of the second relay through a normally closed contact of the low-voltage interlocking relay, and the coil of the low-voltage interlocking relay supplies power through the first power supply end; the control module responds to the starting of the first electric loop and controls the first power supply end to supply power, and the control module responds to the starting of the second electric loop and controls the second power supply end to supply power.

Furthermore, the second electrical circuit further comprises a second pre-charging circuit, the second pre-charging circuit is connected in parallel with the second switch, and the control module controls the second pre-charging circuit to be connected after the first electrical circuit stops running in response to the first power supply, the first controller or the first motor failing, controls the second pre-charging circuit to be connected after the second electrical circuit finishes pre-charging, and controls the second switch to be connected and then controls the second pre-charging circuit to be disconnected after the second electrical circuit finishes pre-charging.

According to another aspect of the present invention, there is provided a control method of a hybrid system for a hybrid passenger vehicle, the hybrid system including a first electric circuit and a second electric circuit that provide a power source for the hybrid passenger vehicle, the control method including: controlling the first electrical circuit to stop operating in response to the first electrical circuit failing; and controlling the second electric loop to start.

Still further, the first electrical circuit includes a first power source, a first switch, a first controller and a first motor electrically connected, the second electrical circuit includes a second power source, a second switch, a second controller and a second motor electrically connected, and the controlling the first electrical circuit to stop operation includes:

in response to a failure of the first power supply, the first controller or the first motor, controlling the first switch to open to control the first electrical circuit to stop operating; and said controlling the second electrical circuit to start comprises: controlling the second switch to close to control the second electric loop to start.

Still further, the hybrid system further includes a load, a third switch and a fourth switch, the first power source and the second power source respectively supply power to the load through the third switch and the fourth switch, and the controlling the first switch to be turned off further includes: controlling the load to stop; controlling the third switch to turn off; and controlling the first switch to open; and said controlling the second switch to close comprises: controlling the second switch to close; controlling the fourth switch to close; and controlling the load to start.

Still further, said controlling the second switch to close comprises; and after a first preset time interval, controlling the second switch to be closed.

Still further, the load includes an on-vehicle air conditioner, and the controlling the load to stop includes: sending a shutdown instruction to the vehicle-mounted air conditioner; and said controlling the third switch to open comprises: and controlling the third switch to be switched off in response to receiving the shutdown feedback information sent by the vehicle-mounted air conditioner.

Still further, the load includes a DCDC conversion module, and the controlling the load down includes: sending a shutdown instruction to the DCDC conversion module; and said controlling the third switch to open comprises: and controlling the third switch to be switched off in response to receiving the shutdown feedback information sent by the DCDC conversion module.

Further, the DCDC conversion module includes a first DCDC conversion module and a second DCDC conversion module, and the control method further includes: sending a shutdown instruction to the first DCDC conversion module in response to the first DCDC conversion module failing; and controlling the second DCDC conversion module to start in response to receiving the shutdown feedback information sent by the first DCDC conversion module.

Still further, the control method further includes: and controlling the second DCDC conversion module to start in response to the fact that the shutdown feedback information sent by the first DCDC conversion module is received within a second preset time.

Still further, the third switch is a first relay, the fourth switch is a second relay, and the controlling the third switch to open includes: controlling a coil of the first relay to be powered off; and said controlling the fourth switching comprises: and controlling the coil of the second relay to be electrified.

Furthermore, the hybrid power system further includes a low-voltage interlock relay, a first power supply terminal and a second power supply terminal, the first power supply terminal is supplied with power to the coil of the first relay through the normally open contact of the low-voltage interlock relay, the second power supply terminal is supplied with power to the coil of the second relay through the normally closed contact of the low-voltage interlock relay, the coil of the low-voltage interlock relay is supplied with power through the first power supply terminal, controlling the coil of the first relay to be powered off includes: controlling the first power supply end to be powered off; and said controlling energization of the coil of the second relay comprises: and controlling the second power supply end to be electrified.

Still further, the second electrical circuit further includes a second pre-charge circuit, and the controlling the second electrical circuit to start includes: controlling the second pre-charging loop to be conducted; controlling the second switch to close in response to the second electrical circuit being precharged; and controlling the second pre-charging circuit to be disconnected.

According to a further aspect of the invention, there is provided an electronic device comprising a memory, a processor and a computer program stored on the memory, the processor being adapted to carry out the steps of the control method according to any of the above when executing the computer program stored on the memory.

According to a further aspect of the present invention, there is provided a computer storage medium having stored thereon a computer program which, when executed, carries out the steps of the control method according to any one of the preceding claims.

Drawings

The above features and advantages of the present disclosure will be better understood upon reading the detailed description of embodiments of the disclosure in conjunction with the following drawings.

FIG. 1 is a schematic block diagram of a hybrid powertrain according to an embodiment depicted in one aspect of the present disclosure;

FIG. 2 is a circuit diagram of a hybrid powertrain according to an embodiment depicted in accordance with an aspect of the present invention;

FIG. 3 is a circuit diagram of one embodiment of a low voltage interlock circuit according to one aspect of the present invention;

FIG. 4 is a flow chart of an embodiment of a control method according to another aspect of the present invention;

FIG. 5 is a partial flow diagram of one embodiment of a control method according to another aspect of the present invention;

FIG. 6 is a partial flow diagram of one embodiment of a control method according to another aspect of the present invention;

FIG. 7 is a partial flow diagram of one embodiment of a control method according to another aspect of the present invention;

FIG. 8 is a partial flow diagram of one embodiment of a control method according to another aspect of the present invention;

FIG. 9 is a partial flow diagram of one embodiment of a control method according to another aspect of the present invention;

FIG. 10 is a schematic block diagram of an electronic device according to an embodiment depicted in yet another aspect of the invention.

Detailed Description

The following description is presented to enable any person skilled in the art to make and use the invention and is incorporated in the context of a particular application. Various modifications, as well as various uses in different applications will be readily apparent to those skilled in the art, and the generic principles defined herein may be applied to a wide range of embodiments. Thus, the present invention is not intended to be limited to the embodiments shown herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

In the following detailed description, numerous specific details are set forth in order to provide a more thorough understanding of the invention. It will be apparent, however, to one skilled in the art that the practice of the invention may not necessarily be limited to these specific details. In other instances, well-known structures and devices are shown in block diagram form, rather than in detail, in order to avoid obscuring the present invention.

The reader's attention is directed to all papers and documents which are filed concurrently with this specification and which are open to public inspection with this specification, and the contents of all such papers and documents are incorporated herein by reference. All the features disclosed in this specification (including any accompanying claims, abstract and drawings) may be replaced by alternative features serving the same, equivalent or similar purpose, unless expressly stated otherwise. Thus, unless expressly stated otherwise, each feature disclosed is one example only of a generic series of equivalent or similar features.

Note that where used, the designations left, right, front, back, top, bottom, positive, negative, clockwise, and counterclockwise are used for convenience only and do not imply any particular fixed orientation. In fact, they are used to reflect the relative position and/or orientation between the various parts of the object.

The invention is described in detail below with reference to the figures and specific embodiments. It is noted that the aspects described below in connection with the figures and the specific embodiments are only exemplary and should not be construed as imposing any limitation on the scope of the present invention.

According to one aspect of the invention, a hybrid power system suitable for a hybrid highway bus is provided, which solves the problem of low reliability in the prior art.

In one embodiment, as shown in fig. 1, a hybrid powertrain includes first and second electrical circuits 100 and 200 and a control module 300.

The first electrical circuit 100 and the second electrical circuit 200 are coupled to a mechanical drive system of the hybrid highway bus as an electric power source of the hybrid highway bus.

As shown in fig. 1, a mechanical driving system of a conventional hybrid highway bus may include a power coupling device, an engine, a clutch, a transmission and the like. First electrical circuit 100 and second electrical circuit 200 are coupled to a power coupling device to transmit kinetic energy generated by first electrical circuit 100 or second electrical circuit 200 to the power coupling device. The power coupling device transmits the kinetic energy provided by the first electric loop 100 or the second electric loop 200 to the engine, the engine is mechanically connected with the gearbox through a clutch, and the output end of the gearbox is provided with a retarder and is mechanically connected with an axle to transmit the kinetic energy to wheels. Wherein, the engine can be provided with a steering hydraulic pump and an air compressor.

The control module 300 is a control center of the hybrid system, the control module 300 configured to: in response to a failure of the first electrical circuit 100, the first electrical circuit 100 is controlled to stop operating and the second electrical circuit 200 is controlled to start. The control module 300 needs to control the second electrical circuit 200 to start again, while ensuring that the first electrical circuit 100 stops operating.

Further specifically, the first electrical circuit 100 may include a first power source 101, a first controller 102, and a first motor 103, the first power source 101 and the first controller 102 being electrically connected through a first switch K1, the first controller 102 being electrically connected to the first motor 103, the first motor 103 being mechanically connected to the power coupling device. When the first switch K1 is closed, the first power source 101 drives the first motor 103 to operate under the control of the first controller 102.

Similar to the first electrical circuit 100, the second electrical circuit 200 may include a second power source 201, a second controller 202, and a second motor 203, the second power source 201 and the second controller 202 being electrically connected through a second switch K2, the second controller 202 and the second motor 203 being electrically connected, the second motor 203 being mechanically connected to the power coupling device. When the second switch K2 is closed, the second power supply 201 drives the first motor 203 to operate under the control of the second controller 202.

Correspondingly, in response to a failure of any one of the first power source 101, the first controller 102, or the first motor 103 of the first electrical circuit 100, the control module 300 controls the first switch K1 to open and the first electrical circuit 100 stops operating. After the first electrical circuit 100 stops operating, the control module 300 controls the second switch K2 to close and the second electrical circuit 200 starts to start.

It should be understood that the first or second term is used only for distinguishing the similar terms, and is not used to indicate the precedence relationship or importance of the terms, and the terms of the relationship or the position of the terms are replaced with each other.

Further, the hybrid system also includes a vehicle load 400 of the hybrid highway bus, such as an on-board electric appliance such as an electric air conditioner. It is understood that the number of the load 400 may be one or more.

Specifically, FIG. 2 shows a schematic circuit diagram of a hybrid powertrain system. As shown in fig. 2, the positive pole of the load 400 is coupled to the positive pole of said first power source 101 through a third switch K3 to be powered by the first power source 101 of the first electrical loop 100. The positive pole of the load 400 is also coupled to the positive pole of the second power supply 201 through a fourth switch K4 to be powered by the first power supply 201 of the second electrical loop 200. The negative electrode of the load 400 is coupled to the negative electrode of the first power source 101 and the negative electrode of the second power source 201.

When the load 400 is plural, the plural loads are connected in parallel, the "positive pole of the load 400" refers to a common positive pole of the plural loads, and the "negative pole of the load 400" refers to a common negative pole of the plural loads.

Correspondingly, the control module 300 is configured to: in response to any one of the first power source 101, the first controller 102 or the first motor 103 of the first electric circuit 100 being out of order, the load 400 is controlled to stop and the third switch K3 is controlled to open the load circuit, and then the first switch K1 is controlled to open to control the first electric circuit 100 to open; and controlling the second switch K2 to close to control the second electrical circuit 200 to start, and then controlling the fourth switch to close to conduct the load circuit, thereby controlling the load to start.

Preferably, to ensure the disconnection of the load circuit from the first electrical circuit 100, the control module 300 may control the second electrical circuit 200 to be turned on after controlling the first electrical circuit 100 to be disconnected for a first preset time (e.g., 1 s). The control module 300 may be specifically configured to: in response to any one of the first power source 101, the first controller 102 or the first motor 103 of the first electric circuit 100 being out of order, the load 400 is controlled to stop and the third switch K3 is controlled to open the load circuit, and then the first switch K1 is controlled to open to control the first electric circuit 100 to open; and after controlling the first switch K1 to be switched off for a first preset time, controlling the second switch K2 to be switched on to control the second electric circuit 200 to be started, and controlling the fourth switch to be switched on to conduct the load circuit, so as to control the load to be started.

Specifically, the load 400 is generally an electrical device having on and off states, and the process of controlling the load 400 to stop or start by the control module 300 is generally a process of sending a stop instruction or a start instruction to the load 400.

Further, the load 400 may include the vehicle air conditioner 410, and correspondingly, the control module 300 sends a shutdown instruction to the vehicle air conditioner 410 when the load loop is disconnected, and turns off the third switch K3 after receiving shutdown feedback information sent by the vehicle air conditioner 410. The other processes are the same.

Further, the load 400 may further include a DCDC conversion module 420, and the DCDC conversion module 420 is configured to convert the high voltage of the first power source 101 or the second power source 201 into a low voltage required by the vehicle-mounted battery and charge the vehicle-mounted battery. The vehicle-mounted storage battery is generally a 24V storage battery and is used for supplying power to a vehicle-mounted electronic fan, an electronic water pump or a low-voltage electrical appliance.

The DCDC conversion module 420 includes an input terminal for coupling with a power supply, i.e., the first power supply 101 or the second power supply 201, and an output terminal for charging the vehicle-mounted battery.

Fig. 2 shows a circuit diagram of the hybrid system. As shown in fig. 2, the positive input terminal of the DCDC conversion module 420 is coupled to the positive terminal of the first power source 101 through the third switch K3 and is also coupled to the positive terminal of the second power source 201 through the fourth switch K4, and the negative input terminal of the DCDC conversion module 420 is coupled to the negative terminal of the first power source 101 and the negative terminal of the second power source 201. The positive and negative output terminals of the DCDC conversion module 420 are coupled to the positive and negative electrodes of the vehicle-mounted storage battery, respectively.

Correspondingly, when the control module 300 disconnects the load circuit, it first sends a shutdown command to the DCDC conversion module 420, and after receiving the shutdown feedback information sent by the DCDC conversion module 420, it disconnects the third switch K3. The other processes are the same.

It can be understood that, when the load 400 includes both the vehicle air conditioner 410 and the DCDC conversion module 420, the vehicle air conditioner 410 is connected in parallel with the input end of the DCDC conversion module 420, and the control module 300 sends a shutdown command to both the vehicle air conditioner 410 and the DCDC conversion module 420 when disconnecting the load loop, and disconnects the third switch K3 after receiving the shutdown feedback information sent by both the vehicle air conditioner 410 and the DCDC conversion module.

Further, to prevent a fault in the electrical circuit from causing a hazard to the load circuit, the load 400 may be coupled to the third switch K3 and the fourth switch K4 after the series fuse. Specifically, when there are a plurality of loads in the load 400, the plurality of loads are connected in parallel after being connected in series with a fuse, respectively. For example, the on-board air conditioner 410 is connected in series with the fuse F3.

In order to further ensure that the third switch K3 and the fourth switch K4 are alternatively conducted and prevent the fault of simultaneous conduction, the third switch K3 and the fourth switch K4 are relays and respectively correspond to the first relay and the second relay.

The positive electrode of the load 400 is coupled to the positive electrode of the first power source 101 through the normally open contact of the first relay, and the control module 300 may control the on and off of the switch K3 by controlling the energization and the de-energization of the coil of the first relay.

The positive electrode of the load 400 is coupled to the positive electrode of the second power source 201 through the normally open contact of the second relay, and the control module 300 may control the four-switch K4 to be turned on and off by controlling the energization and the deenergization of the coil of the second relay.

Correspondingly, in response to a failure of any one of the first power source 101, the first controller 102, or the first motor 103 of the first electrical circuit 100, the control module 300 controls the load 400 to stop and then controls the coil of the first relay to be de-energized and then controls the first switch to be opened. When the second electrical circuit 200 and the load circuit are started, the control module 300 controls the second switch K2 to be closed, then controls the coil of the second relay to be electrified, and then controls the load 400 to be started.

Preferably, to further ensure that the third switch K3 and the fourth switch K4 are not closed at the same time, the hybrid system may further include a low-voltage interlock relay K5, fig. 3 shows a circuit diagram of the low-voltage interlock circuit, as shown in fig. 3, the terminals B and C constitute a first power supply terminal, the terminals B and D constitute a second power supply terminal, the first power supply terminal supplies power to the coil K3A of the first relay K3 through a normally open contact of the low-voltage interlock relay K5, the second power supply terminal supplies power to the coil K4A of the second relay K4 through a normally closed contact of the low-voltage interlock relay K5, and the coil K5A of the low-voltage interlock relay K5 supplies power through the first power supply terminal.

Correspondingly, when the load 400 is powered by the first power supply 101 in the first electrical loop 100, the control module 300 controls the first power supply end to supply power, at this time, the coil of the low-voltage interlock relay K5 is powered on, the normally open contact of the low-voltage interlock relay K5 is closed, the coil K3A of the first relay K3 supplies power, the normally open contact of the first relay K3 is closed, and the load loop is switched on; when the load 400 is powered by the second power supply 201 in the second electrical loop 200, the control module 300 controls the second power supply end to supply power, at this time, the coil of the low-voltage interlock relay K5 is powered off, the normally closed contact of the low-voltage interlock relay K5 is closed, the coil K4A of the second relay K4 supplies power, the normally open contact of the second relay K4 is closed, and the load loop is switched on.

Further, the terminals B, C and D are three output pins of the control module 300, wherein the terminal B is a common enable terminal of the control module 300, and the terminals C and D are not output simultaneously under the control of the control module 300.

Only one of the normally open contact and the normally closed contact of the low-voltage interlocking relay K5 is switched on, so that hardware interlocking between the first relay K3 and the second relay K4 is realized; the fact that only one of the first power supply terminal and the second power supply terminal supplies power realizes software interlocking between the first relay K3 and the second relay K4. The safety of the load 400, the first power source 101 and the second power source 201 is effectively ensured.

Preferably, the DCDC conversion module 420 for charging the vehicle-mounted battery may include a first DCDC conversion module 421 and a second DCDC conversion module 422.

As shown in fig. 2, the input end and the output end of the first DCDC conversion module 421 and the second DCDC conversion module 422 are respectively connected in parallel and are redundant to each other.

Correspondingly, the control module 300 may be configured to: sending a shutdown instruction to the first DCDC conversion module 421 in response to the first DCDC conversion module 421 failing; and controls the second DCDC conversion module 422 to start up in response to receiving the shutdown feedback information sent by the first DCDC conversion module.

Further, the control module 300 may be further configured to: in response to not receiving the shutdown feedback information sent by the first DCDC conversion module 421 within a second preset time (e.g., 10s), the second DCDC conversion module 422 is controlled to start.

Further, the positive input terminals of the first DCDC conversion module 421 and the second DCDC conversion module 422 are respectively connected in series with fuses F4 and F5.

Preferably, the positive output terminals of the first DCDC conversion module 421 and the second DCDC conversion module 422 may be isolated by diodes D1 and D2, respectively.

Further, as shown in fig. 2, the second electrical circuit 200 further includes a second pre-charge circuit 210, and the second pre-charge circuit 210 is connected in parallel with the second switch K2.

When the control module 300 controls the second electrical circuit 200 to start, the second pre-charge circuit 210 is first controlled to be turned on. After the second pre-charging circuit 210 is turned on, the second power source 201 is pre-charged to the voltage-stabilizing capacitor C2 in the second controller 202 through the second pre-charging circuit 210. In response to the voltage stabilizing capacitor C2 being precharged, i.e. after the second precharge circuit 210 is precharged, the control module 300 first controls the second switch K2 to be closed, and then controls the second precharge circuit 210 to be opened.

The second pre-charging circuit 210 includes a pre-charging resistor R2 and a second pre-charging switch K6, and the control module 300 controls the second pre-charging circuit 210 to be turned on or off by controlling the second pre-charging switch K6 to be turned on or off.

Correspondingly, the first electrical circuit 100 may also include a first pre-charge circuit 110, and the first pre-charge circuit 110 is connected in parallel with the first switch K1.

When the control module 300 controls the first electrical circuit 100 to start, the first pre-charge circuit 110 is first controlled to be turned on. After the first pre-charging circuit 110 is turned on, the first power source 101 is pre-charged to the voltage-stabilizing capacitor C1 in the first controller 102 through the first pre-charging circuit 110. In response to the voltage stabilizing capacitor C1 being precharged, i.e. after the first precharge circuit 110 is precharged, the control module 300 first controls the first switch K1 to be closed, and then controls the first precharge circuit 110 to be opened.

The first pre-charging circuit 110 includes a pre-charging resistor R1 and a first pre-charging switch K7, and the control module 300 controls the first pre-charging circuit 110 to be turned on or off by controlling the first pre-charging switch K7 to be turned on or off.

Further, the first power source 101 further includes a built-in contactor K8 therein, and the built-in contactor K8 is connected in series between the positive electrode of the first power source 101 and the first switch K1 (third switch K3).

When the control module 300 controls the first electrical circuit to be disconnected, the load 400 is controlled to stop, the third switch K3 is controlled to be disconnected, and the built-in contactor K8 and the first switch K1 are controlled to be disconnected.

Correspondingly, the second power supply 201 also includes a built-in contactor K9 therein, and the built-in contactor K9 is connected in series between the positive electrode of the second power supply 201 and the second switch K2 (fourth switch K4).

When the control module 300 controls the second electrical circuit to start, the built-in contactor K9 is first controlled to be closed, and then the second pre-charge switch K6 is controlled to be closed.

Preferably, the control module 300 may be a hybrid highway bus vehicle controller.

According to another aspect of the present invention, a control method of a hybrid system for a hybrid highway bus is provided. The control method is based on the difference of the design of the hybrid power system, and the corresponding control method is explained based on the hybrid power system in the above embodiments.

In one embodiment, a schematic block diagram of a hybrid powertrain is shown in fig. 1, and includes a first electrical circuit 100 and a second electrical circuit 200.

The first electrical circuit 100 and the second electrical circuit 200 are coupled to a mechanical drive system of the hybrid highway bus as an electric power source of the hybrid highway bus.

As shown in fig. 1, a mechanical driving system of a conventional hybrid highway bus may include a power coupling device, an engine, a clutch, a transmission and the like. First electrical circuit 100 and second electrical circuit 200 are coupled to a power coupling device to transmit kinetic energy generated by first electrical circuit 100 or second electrical circuit 200 to the power coupling device. The power coupling device transmits the kinetic energy provided by the first electric loop 100 or the second electric loop 200 to the engine, the engine is mechanically connected with the gearbox through a clutch, and the output end of the gearbox is provided with a retarder and is mechanically connected with an axle to transmit the kinetic energy to wheels. Wherein, the engine can be provided with a steering hydraulic pump and an air compressor.

Correspondingly, as shown in fig. 4, the control method 400 includes steps S410 to S420.

Step S410 is: in response to a failure of the first electrical circuit 100, the first electrical circuit 100 is controlled to stop operating.

Step S420 is: controlling the second electrical loop 200 to start.

Step S420 is preferably performed after the completion of step S410 is confirmed.

Further specifically, as shown in fig. 1, the first electric circuit 100 of the hybrid system may include a first power source 101, a first controller 102, and a first motor 103, the first power source 101 and the first controller 102 are electrically connected through a first switch K1, the first controller 102 and the first motor 103 are electrically connected, and the first motor 103 and the power coupling device are mechanically connected. When the first switch K1 is closed, the first power source 101 drives the first motor 103 to operate under the control of the first controller 102.

Similar to the first electrical circuit 100, the second electrical circuit 200 may include a second power source 201, a second controller 202, and a second motor 203, the second power source 201 and the second controller 202 being electrically connected through a second switch K2, the second controller 202 and the second motor 203 being electrically connected, the second motor 203 being mechanically connected to the power coupling device. When the second switch K2 is closed, the second power supply 201 drives the first motor 203 to operate under the control of the second controller 202.

Step S410 is correspondingly set to: in response to a failure of any one of the first power source 101, the first controller 102, or the first motor 103 of the first electric circuit 100, the first switch K1 is controlled to open to control the first electric circuit 100 to stop operating.

Step S420 is correspondingly set to: second switch K2 is controlled to close to control second electrical circuit 200 to start.

It should be understood that the first or second term is used only for distinguishing the similar terms, and is not used to indicate the precedence relationship or importance of the terms, and the terms of the relationship or the position of the terms are replaced with each other.

Further, the hybrid system also includes a vehicle load 400 of the hybrid highway bus, such as an on-board electric appliance such as an electric air conditioner. It is understood that the number of the load 400 may be one or more.

Fig. 2 shows a schematic circuit diagram of a hybrid system, the positive pole of the load 400 being coupled to the positive pole of said first power source 101 via a third switch K3 for supplying power by means of the first power source 101 of the first electrical circuit 100. The positive pole of the load 400 is also coupled to the positive pole of the second power supply 201 through a fourth switch K4 to be powered by the first power supply 201 of the second electrical loop 200. The negative electrode of the load 400 is coupled to the negative electrode of the first power source 101 and the negative electrode of the second power source 201.

When the load 400 is plural, the plural loads are connected in parallel, the "positive pole of the load 400" refers to a common positive pole of the plural loads, and the "negative pole of the load 400" refers to a common negative pole of the plural loads.

Correspondingly, as shown in fig. 5, step S410 includes steps S411 to S413.

Wherein, step S411 is: the load 400 is controlled to be stopped in response to a failure of any one of the first power source 101, the first controller 102, or the first motor 103 of the first electrical circuit 100.

Step S412 is: the third switch K3 is controlled to open to disconnect the load circuit.

Step S413 is: the first switch K1 is controlled to open to control the first electrical circuit 100 to open.

Correspondingly, as shown in fig. 6, step S420 may include steps S421 to S423.

Wherein, step S421 is: second switch K2 is controlled to close to control second electrical circuit 200 to start.

Step S422 is: the fourth switch K4 is controlled to close to conduct the load loop.

Step S423 is: and controlling the load to start.

Preferably, to ensure the disconnection of the load circuit and the first electrical circuit 100, the second electrical circuit 200 may be controlled to be turned on after the first electrical circuit 100 is controlled to be disconnected for a first preset time (e.g., 1 s). Step S421 may be specifically set to correspondingly: step S413 controls the second switch K2 to close after executing the first preset time.

Specifically, the load 400 is generally an electrical device having on and off states by itself, and the process of controlling the load 400 to be stopped or started is generally a process of transmitting a stop instruction or a start instruction to the load 400.

Further, the load 400 may include an on-vehicle air conditioner 410, and correspondingly, the step S411 may be specifically configured to: in response to a failure of any one of the first power source 101, the first controller 102, or the first motor 103 of the first electrical circuit 100, a shutdown command is sent to the on-board air conditioner 410.

Correspondingly, step S412 may be correspondingly configured to: and after the shutdown feedback information sent by the vehicle-mounted air conditioner 410 is received, the third switch K3 is turned off.

Further, the load 400 may further include a DCDC conversion module 420, and the DCDC conversion module 420 is configured to convert the high voltage of the first power source 101 or the second power source 201 into a low voltage required by the vehicle-mounted battery and charge the vehicle-mounted battery. The vehicle-mounted storage battery is generally a 24V storage battery and is used for supplying power to a vehicle-mounted electronic fan, an electronic water pump or a low-voltage electrical appliance.

The DCDC conversion module 420 includes an input terminal for coupling with a power supply, i.e., the first power supply 101 or the second power supply 201, and an output terminal for charging the vehicle-mounted battery.

As shown in fig. 2, the positive input terminal of the DCDC conversion module 420 is coupled to the positive terminal of the first power source 101 through the third switch K3 and is also coupled to the positive terminal of the second power source 201 through the fourth switch K4, and the negative input terminal of the DCDC conversion module 420 is coupled to the negative terminal of the first power source 101 and the negative terminal of the second power source 201. The positive and negative output terminals of the DCDC conversion module 420 are coupled to the positive and negative electrodes of the vehicle-mounted storage battery, respectively.

Correspondingly, step S411 may be arranged to: in response to a failure of any one of the first power source 101, the first controller 102, or the first electric machine 103 of the first electrical circuit 100, sending a shutdown command to the DCDC conversion module 420;

step S412 may be correspondingly configured as: the third switch K3 is opened in response to receiving the shutdown feedback information sent by the DCDC conversion module 420.

It is understood that, when the load 400 includes both the vehicle air conditioner 410 and the DCDC conversion module 420, the vehicle air conditioner 410 is connected in parallel with the input terminal of the DCDC conversion module 420, and the step S411 may be specifically configured as: in response to a failure of any one of the first power source 101, the first controller 102, or the first motor 103 of the first electrical circuit 100, a shutdown command is sent to both simultaneously.

Step S412 may be correspondingly configured as: the third switch K3 is turned off in response to receiving the shutdown feedback information transmitted by the on-board air conditioner 410 and the DCDC conversion module 420.

In order to further ensure that the third switch K3 and the fourth switch K4 are alternatively conducted and prevent the fault of simultaneous conduction, the third switch K3 and the fourth switch K4 are relays and respectively correspond to the first relay and the second relay.

The positive electrode of the load 400 is coupled to the positive electrode of the first power source 101 through the normally open contact of the first relay, and the on and off of the switch K3 can be controlled by controlling the energization and the deenergization of the coil of the first relay.

The positive electrode of the load 400 is coupled to the positive electrode of the second power source 201 through the normally open contact of the second relay, and the turn-on and turn-off of the four-switch K4 can be controlled by controlling the energization and the de-energization of the coil of the second relay.

Correspondingly, in response to a failure of any one of the first power source 101, the first controller 102 or the first motor 103 of the first electrical circuit 100, the step S412 may be configured to: and controlling the coil of the first relay to be powered off.

Step S422 may be arranged to: and controlling the coil of the second relay to be electrified.

Preferably, to further ensure that the third switch K3 and the fourth switch K4 are not closed at the same time, the hybrid system may further include a low-voltage interlock relay K5, fig. 3 shows a circuit diagram of the low-voltage interlock circuit, as shown in fig. 3, the terminals B and C constitute a first power supply terminal, the terminals B and D constitute a second power supply terminal, the first power supply terminal supplies power to the coil K3A of the first relay K3 through a normally open contact of the low-voltage interlock relay K5, the second power supply terminal supplies power to the coil K4A of the second relay K4 through a normally closed contact of the low-voltage interlock relay K5, and the coil K5A of the low-voltage interlock relay K5 supplies power through the first power supply terminal.

Correspondingly, step S412 is arranged to: and controlling the first power supply end to supply power. At the moment, the coil of the low-voltage interlocking relay K5 is electrified, the normally open contact of the low-voltage interlocking relay K5 is closed, the coil K3A of the first relay K3 supplies power, the normally open contact of the first relay K3 is closed, and the load loop is conducted.

Step S422 is set to: and controlling the second power supply terminal to supply power. At the moment, the coil of the low-voltage interlocking relay K5 is powered off, the normally closed contact of the low-voltage interlocking relay K5 is closed, the coil K4A of the second relay K4 supplies power, the normally open contact of the second relay K4 is closed, and the load loop is conducted.

Only one of the normally open contact and the normally closed contact of the low-voltage interlocking relay K5 is switched on, so that hardware interlocking between the first relay K3 and the second relay K4 is realized; the fact that only one of the first power supply terminal and the second power supply terminal supplies power realizes software interlocking between the first relay K3 and the second relay K4. The safety of the load 400, the first power source 101 and the second power source 201 is effectively ensured.

Preferably, the DCDC conversion module 420 for charging the vehicle-mounted battery may include a first DCDC conversion module 421 and a second DCDC conversion module 422.

As shown in fig. 2, the input end and the output end of the first DCDC conversion module 421 and the second DCDC conversion module 422 are respectively connected in parallel and are redundant to each other.

Correspondingly, as shown in fig. 7, the control method 400 further includes steps S430 to S440.

Wherein, step S430 is: a shutdown command is sent to the first DCDC conversion module 421 in response to the first DCDC conversion module 421 failing.

Step S440 is: the second DCDC conversion module 422 is controlled to start up in response to receiving the shutdown feedback information sent by the first DCDC conversion module.

Further, the control method 400 may further include step S450: in response to not receiving the shutdown feedback information sent by the first DCDC conversion module 421 within a second preset time (e.g., 10s), the second DCDC conversion module 422 is controlled to start.

Further, as shown in fig. 2, the second electrical circuit 200 further includes a second pre-charge circuit 210, and the second pre-charge circuit 210 is connected in parallel with the second switch K2.

Correspondingly, as shown in fig. 8, step S421 may include steps S4211 to S4213.

Wherein, step S4211 is: the second pre-charge circuit 210 is controlled to be conducted. After the second pre-charging circuit 210 is turned on, the second power source 201 is pre-charged to the voltage-stabilizing capacitor C2 in the second controller 202 through the second pre-charging circuit 210.

Step S4212 is: and controlling the second switch K2 to be closed in response to the fact that the voltage stabilizing capacitor C2 is precharged completely, namely after the second precharge circuit 210 is precharged completely.

Step S4213 is: the second pre-charge circuit 210 is controlled to be disconnected.

The second pre-charging circuit 210 includes a pre-charging resistor R2 and a second pre-charging switch K6, and the second pre-charging circuit 210 is controlled to be turned on or off by controlling the second pre-charging switch K6 to be turned on or off.

Correspondingly, the first electrical circuit 100 may also include a first pre-charge circuit 110, and the first pre-charge circuit 110 is connected in parallel with the first switch K1.

As shown in fig. 9, the control method 400 further includes steps S461 to S463 of controlling the first electric circuit 100 to be activated.

Wherein, step S461 is: the first pre-charging circuit 110 is controlled to be conducted. After the first pre-charging circuit 110 is turned on, the first power source 101 is pre-charged to the voltage-stabilizing capacitor C1 in the first controller 102 through the first pre-charging circuit 110.

Step S462 is: the first switch K1 is controlled to be closed in response to the precharge of the voltage stabilizing capacitor C1, that is, after the first precharge circuit 110 is precharged.

Step S463 is: the first pre-charge circuit 110 is controlled to be disconnected.

The first pre-charging circuit 110 includes a pre-charging resistor R1 and a first pre-charging switch K7, and the first pre-charging circuit 110 is controlled to be turned on or off by controlling the first pre-charging switch K7 to be closed or turned off.

Further, the first power source 101 further includes a built-in contactor K8 therein, and the built-in contactor K8 is connected in series between the positive electrode of the first power source 101 and the first switch K1 (third switch K3).

Step S413 further includes: the built-in contactor K8 is controlled to be opened.

Correspondingly, the second power supply 201 also includes a built-in contactor K9 therein, and the built-in contactor K9 is connected in series between the positive electrode of the second power supply 201 and the second switch K2 (fourth switch K4).

Step S4211 further includes: controlling the built-in contactor K9 to close.

While, for purposes of simplicity of explanation, the methodologies are shown and described as a series of acts, it is to be understood and appreciated that the methodologies are not limited by the order of acts, as some acts may, in accordance with one or more embodiments, occur in different orders and/or concurrently with other acts from that shown and described herein or not shown and described herein, as would be understood by one skilled in the art.

According to yet another aspect of the present invention, an electronic device is provided. As shown in fig. 10, the electronic device includes a memory 510, a processor 520, and computer programs stored on the memory. The processor 520 is adapted to carry out the steps of the control method 400 according to any of the above when executing the computer program stored on the memory 510.

A computer storage medium having stored thereon a computer program which, when executed, implements the steps of the control method 300 as claimed in any one of the preceding claims.

Those of skill in the art would understand that information, signals, and data may be represented using any of a variety of different technologies and techniques. For example, data, instructions, commands, information, signals, bits (bits), symbols, and chips that may be referenced throughout the above description may be represented by voltages, currents, electromagnetic waves, magnetic fields or particles, optical fields or particles, or any combination thereof.

Those of skill would further appreciate that the various illustrative logical blocks, modules, circuits, and algorithm steps described in connection with the embodiments disclosed herein may be implemented as electronic hardware, computer software, or combinations of both. To clearly illustrate this interchangeability of hardware and software, various illustrative components, blocks, modules, circuits, and steps have been described above generally in terms of their functionality. Whether such functionality is implemented as hardware or software depends upon the particular application and design constraints imposed on the overall system. Skilled artisans may implement the described functionality in varying ways for each particular application, but such implementation decisions should not be interpreted as causing a departure from the scope of the present invention.

The various illustrative logical modules, and circuits described in connection with the embodiments disclosed herein may be implemented or performed with a general purpose processor, a Digital Signal Processor (DSP), an Application Specific Integrated Circuit (ASIC), a Field Programmable Gate Array (FPGA) or other programmable logic device, discrete gate or transistor logic, discrete hardware components, or any combination thereof designed to perform the functions described herein. A general purpose processor may be a microprocessor, but in the alternative, the processor may be any conventional processor, controller, microcontroller, or state machine. A processor may also be implemented as a combination of computing devices, e.g., a combination of a DSP and a microprocessor, a plurality of microprocessors, one or more microprocessors in conjunction with a DSP core, or any other such configuration.

The steps of a method or algorithm described in connection with the embodiments disclosed herein may be embodied directly in hardware, in a software module executed by a processor, or in a combination of the two. A software module may reside in RAM memory, flash memory, ROM memory, EPROM memory, EEPROM memory, registers, hard disk, a removable disk, a CD-ROM, or any other form of storage medium known in the art. An exemplary storage medium is coupled to the processor such the processor can read information from, and write information to, the storage medium. In the alternative, the storage medium may be integral to the processor. The processor and the storage medium may reside in an ASIC. The ASIC may reside in a user terminal. In the alternative, the processor and the storage medium may reside as discrete components in a user terminal.

In one or more exemplary embodiments, the functions described may be implemented in hardware, software, firmware, or any combination thereof. If implemented in software as a computer program product, the functions may be stored on or transmitted over as one or more instructions or code on a computer-readable medium. Computer-readable media includes both computer storage media and communication media including any medium that facilitates transfer of a computer program from one place to another. A storage media may be any available media that can be accessed by a computer. By way of example, and not limitation, such computer-readable media can comprise RAM, ROM, EEPROM, CD-ROM or other optical disk storage, magnetic disk storage or other magnetic storage devices, or any other medium that can be used to carry or store desired program code in the form of instructions or data structures and that can be accessed by a computer. Any connection is properly termed a computer-readable medium. For example, if the software is transmitted from a web site, server, or other remote source using a coaxial cable, fiber optic cable, twisted pair, Digital Subscriber Line (DSL), or wireless technologies such as infrared, radio, and microwave, then the coaxial cable, fiber optic cable, twisted pair, DSL, or wireless technologies such as infrared, radio, and microwave are included in the definition of medium. Disk (disk) and disc (disc), as used herein, includes Compact Disc (CD), laser disc, optical disc, Digital Versatile Disc (DVD), floppy disk and blu-ray disc where disks (disks) usually reproduce data magnetically, while discs (discs) reproduce data optically with lasers. Combinations of the above should also be included within the scope of computer-readable media.

The previous description is provided to enable any person skilled in the art to practice the various aspects described herein. It is to be understood that the scope of the invention is to be defined by the appended claims and not by the specific constructions and components of the embodiments illustrated above. Those skilled in the art can make various changes and modifications to the embodiments within the spirit and scope of the present invention, and these changes and modifications also fall within the scope of the present invention.