A fuel cell vehicle integrated control circuit structure

Abstract

The present invention provides a fuel cell vehicle integrated control circuit structure, including: a main control board, a boost DCDC component, a buck DCDC component and a PDU component; the main control board is respectively connected to the boost DCDC component, the buck DCDC component and the PDU component in communication, and the boost DCDC component, the PDU component and the buck DCDC component are electrically connected in sequence. The first input end of the boost DCDC component is connected to the positive output end of the battery stack, the second input end of the boost DCDC component is connected to the negative output end of the battery stack, the first output end of the boost DCDC component is connected to the positive output end of the power battery and the auxiliary energy source, and the second output end of the boost DCDC component is connected to the negative output end of the power battery and the auxiliary energy source. The present invention integrates the boost DCDC component, the PDU component, the buck DCDC component and the like, reduces the volume, lightens the weight and reduces the cost, and also solves the problem that the traditional stand-alone boost DCDC high-voltage power distribution does not meet the requirements of the whole vehicle. In terms of after-sales, since it is an integrated product, only one supplier is needed to solve the after-sales problem.

Description

Technical Field

[0001] The invention relates to the field of hydrogen energy vehicle controller integration, and in particular to an integrated control circuit structure of a fuel cell vehicle. Background Art

[0002] At present, most hydrogen fuel cell boost DCDC products on the market are stand-alone products that can only meet some boost and power distribution functions of the fuel cell itself, but cannot meet the high-voltage power distribution needs of the whole vehicle. At the same time, due to the high manufacturing cost of hydrogen fuel cells, some boost DCDC manufacturers pay more attention to the performance of the product itself, while the size, weight, price, etc. are not fully considered. As the country continues to increase its support for hydrogen energy and other related industries, various OEMs also pay more attention to the research and development and cost control of hydrogen fuel cell models.

[0003] Deep product integration is the future development trend. The deep integration here mainly refers to the control of all modules through one or two controllers, which is non-traditional physical integration. This kind of integration has more advantages than stand-alone products in terms of cost, volume, weight, after-sales service, etc. Summary of the invention

[0004] In order to solve the technical problem that most of the current hydrogen fuel cell boost DCDC products are separate products that can only meet some boost and power distribution functions of the fuel cell itself but cannot meet the high-voltage power distribution requirements of the entire vehicle, the present invention integrates the boost DCDC component, the PDU and the buck DCDC component together to design an integrated control circuit structure with reduced size, lighter weight and lower cost.

[0005] In order to achieve the above-mentioned object, the present invention provides a fuel cell vehicle integrated control circuit structure, including: a main control board, a boost DCDC component, a buck DCDC component and a PDU component;

[0006] The main control board is connected to the boost DCDC component, the buck DCDC component and the PDU component respectively through control signal lines;

[0007] The boost DCDC component is electrically connected to the PDU component, and the PDU component is electrically connected to the buck DCDC component.

[0008] Preferably, it further comprises: an energy system, the energy system comprising: a battery stack, a power battery and an auxiliary energy source;

[0009] The first input end of the boost DCDC component is connected to the positive output end of the battery stack, the second input end of the boost DCDC component is connected to the negative output end of the battery stack, the first output end of the boost DCDC component is connected to the positive output end of the power battery and the auxiliary energy source, and the second output end of the boost DCDC component is connected to the negative output end of the power battery and the auxiliary energy source;

[0010] The positive output ends of the power battery and the auxiliary energy are connected to one end of the pre-charge relay Relay2 and one end of the total positive relay Relay1, the other end of the pre-charge relay Relay2 is connected to one end of the pre-charge resistor, and the other end of the pre-charge resistor is respectively connected to one end of the total positive relay Relay1, the step-down DCDC component, the FC-air compressor, the motor controller, and the first input end of the air conditioner;

[0011] The positive output ends of the power battery and the auxiliary energy are also connected to the first input ends of the emergency charging port, the defrosting port, the battery heating port, the FC-hydrogen circulation pump, the FT-PTC, and the FC-cooling fan respectively;

[0012] The negative output ends of the power battery and the auxiliary energy are connected to one end of the total negative relay Relay3, and the other end of the total negative relay Relay3 is connected to the step-down DCDC component, emergency charging port, defrost port, battery heating port, FC-hydrogen circulation pump, FT-PTC, FC-cooling fan, FC-air compressor, motor controller, and the second input end of the air conditioner.

[0013] Preferably, the first input end of the emergency charging port is also connected to an emergency charging relay Relay4;

[0014] The first input end of the defrost port is also connected to a defrost charging relay Relay5;

[0015] The first input end of the battery heating port is also connected to a battery heating relay Relay6.

[0016] Preferably, a Hall sensor is also provided at one end of the total negative relay Relay3 for detecting the current value of the total negative relay Relay3.

[0017] Preferably, a first voltage detection point and a second voltage detection point are respectively set at both ends of the total positive relay Relay1;

[0018] A third voltage detection point and a fourth voltage detection point are respectively set at two ends of the total negative relay Relay3.

[0019] Preferably, a first voltage detection point and a fifth voltage detection point are respectively set at both ends of the emergency charging relay Relay4;

[0020] The two ends of the defrost charging relay Relay5 are respectively provided with a first voltage detection point and a sixth voltage detection point;

[0021] The first voltage detection point and the seventh voltage detection point are respectively set at two ends of the battery heating relay Relay6.

[0022] Preferably, the main control board is connected to the water inlet, the water outlet and the Hall sensor respectively through acquisition signal lines.

[0023] Preferably, a first temperature detection point and a second temperature detection point are respectively set at both ends of the main positive relay Relay1.

[0024] Preferably, the step-down DCDC component, emergency charging port, defrost port, battery heating port, FC-hydrogen circulation pump, FT-PTC, FC-cooling fan, FC-air compressor, motor controller, and the first input end of the air conditioner are all connected with a fuse.

[0025] Preferably, the first output end of the boost DCDC component is connected to the input end of a diode, and the output end of the diode is connected to the positive output end of the power battery.

[0026] Beneficial effects of the present invention:

[0027] The boost DCDC components, PDU components (power distribution unit), step-down DCDC components, etc. are integrated together through the integrated control circuit structure of fuel cell vehicles, which reduces the size, weight and cost. At the same time, it also solves the problem that the traditional stand-alone boost DCDC high-voltage distribution does not meet the requirements of the whole vehicle. In terms of after-sales, since it is an integrated product, only one supplier is needed to solve after-sales problems. BRIEF DESCRIPTION OF THE DRAWINGS

[0028] Figure 1 It is a structural diagram of the integrated control circuit of the fuel cell vehicle of the present invention. DETAILED DESCRIPTION

[0029] To make the objectives, technical solutions and advantages of the present invention more clear, the embodiments of the present invention will be further described below with reference to the accompanying drawings.

[0030] Please refer to Figure 1 , Figure 1 This is a structural diagram of an integrated control circuit for a fuel cell vehicle of the present invention.

[0031] In this embodiment, a fuel cell vehicle integrated control circuit structure is provided, including: an energy system, a main control board, a boost DCDC component, a buck DCDC component, a fuel cell high-voltage accessory, and a vehicle main drive and high-voltage accessories;

[0032] The energy system includes: battery stack, power battery and auxiliary energy;

[0033] Fuel cell high-pressure accessories include: FC-hydrogen circulation pump, FT-PTC, FC-cooling fan, FC-air compressor;

[0034] The vehicle's total drive and high-voltage accessories include: emergency charging port, defrost port, battery heating port, motor controller and air conditioner;

[0035] The main control board is connected to the boost DCDC component, the buck DCDC component and the PDU component through control signal lines;

[0036] The boost DCDC component is electrically connected to the PDU component, and the PDU component is electrically connected to the buck DCDC component.

[0037] The first input end of the boost DCDC component is connected to the positive output end of the battery stack, the second input end of the boost DCDC component is connected to the negative output end of the battery stack, the first output end of the boost DCDC component is connected to the positive output end of the power battery and the auxiliary energy source, and the second output end of the boost DCDC component is connected to the negative output end of the power battery and the auxiliary energy source;

[0038] The positive output end of the power battery and the auxiliary energy source is connected to one end of the pre-charge relay Relay2 and one end of the total positive relay Relay1, the other end of the pre-charge relay Relay2 is connected to one end of the pre-charge resistor, and the other end of the pre-charge resistor is respectively connected to one end of the total positive relay Relay1, the step-down DCDC component, the FC-air compressor, the motor controller, and the first input end of the air conditioner;

[0039] The positive output terminals of the power battery and auxiliary energy are also connected to the first input terminals of the emergency charging port, the defrosting port, the battery heating port, the FC-hydrogen circulation pump, the FT-PTC, and the FC-cooling fan;

[0040] The negative output end of the power battery and the auxiliary energy is connected to one end of the total negative relay Relay3, and the other end of the total negative relay Relay3 is connected to the step-down DCDC component, emergency charging port, defrost port, battery heating port, FC-hydrogen circulation pump, FT-PTC, FC-cooling fan, FC-air compressor, motor controller, and the second input end of the air conditioner.

[0041] Specifically, the first input end of the emergency charging port is also connected to the emergency charging relay Relay4;

[0042] The first input terminal of the defrost port is also connected to the defrost charging relay Relay5;

[0043] The first input end of the battery heating port is also connected to the battery heating relay Relay6.

[0044] Specifically, a Hall sensor is also provided on the high-voltage negative circuit at one end of the total negative relay Relay3 for detecting the current value of the total negative relay Relay3, that is, for detecting the current values ​​of all high-voltage accessories.

[0045] Specifically, a first voltage detection point and a second voltage detection point are respectively set at both ends of the main positive relay Relay1;

[0046] A third voltage detection point and a fourth voltage detection point are respectively set at two ends of the total negative relay Relay3.

[0047] The first voltage detection point and the fifth voltage detection point are respectively set at two ends of the emergency charging relay Relay4;

[0048] The first voltage detection point and the sixth voltage detection point are respectively set at two ends of the defrost charging relay Relay5;

[0049] A first voltage detection point and a seventh voltage detection point are respectively set at two ends of the battery heating relay Relay6;

[0050] Since the pre-charging relay Relay2 passes a small current and the probability of contact adhesion is very low, there is no need to perform contact adhesion detection.

[0051] Specifically, the main control board is connected to the water inlet, water outlet and the Hall sensor through signal acquisition lines; the water inlet and water outlet are respectively provided with temperature sensors, and the main control board sends signals to the thermal management controller by detecting the temperature changes of the water inlet and outlet, thereby maintaining the optimal working temperature.

[0052] Specifically, at the input end of the total positive relay Relay1 and the copper busbar of the motor controller circuit, due to the large current, a temperature detection point is required for monitoring. Once the temperature of the copper busbar is too high (≥250°C), a power-off procedure needs to be executed. Therefore, the first temperature detection point and the second temperature detection point are respectively set at both ends of the total positive relay Relay1.

[0053] Specifically, the step-down DCDC component, the emergency charging port, the defrost port, the battery heating port, the FC-hydrogen circulation pump, the FT-PTC, the FC-cooling fan, the FC-air compressor, the motor controller, and the first input end of the air conditioner are all connected with fuses.

[0054] There is a diode at the positive output end of the boost DCDC component to prevent the current of the power battery and auxiliary energy from flowing back into the fuel cell boost DCDC component, causing damage to the fuel cell and boost DCDC.

[0055] The specific connection method is: the first output end of the boost DCDC component is connected to the input end of the diode, and the output end of the diode is connected to the positive output end of the power battery.

[0056] In this embodiment, the FC-air compressor, motor controller, air conditioner and step-down DCDC components are behind the circuit composed of pre-charge relay Relay2 and pre-charge resistor. The emergency charging port is not controlled by the total positive relay Relay1 and the total negative relay Relay3. The main function of the emergency charging port is to temporarily recharge the power battery through an external charger when the vehicle is parked for a long time and the power battery is depleted. Otherwise, the hydrogen fuel cell system cannot be started. Another function is to connect the on-board AC charger or DC charging port. This configuration depends on the needs of the vehicle.

[0057] The present invention integrates the boost DCDC component, the power distribution unit PDU component, the buck DCDC component, etc. through the integrated control circuit structure of the fuel cell vehicle, thereby reducing the volume, weight and cost. At the same time, it also solves the problem that the traditional stand-alone boost DCDC high-voltage power distribution does not meet the requirements of the whole vehicle. In terms of after-sales, since it is an integrated product, only one supplier is needed to solve the after-sales problems.

[0058] In this document, the directional words such as front, back, top, and bottom are defined by the positions of the components in the drawings and the positions of the components relative to each other, and are only for the sake of clarity and convenience in expressing the technical solution. It should be understood that the use of the directional words should not limit the scope of protection claimed in this application.

[0059] In the absence of conflict, the above embodiments and features in the embodiments may be combined with each other.

[0060] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principle of the present invention should be included in the protection scope of the present invention.

Claims

1. A fuel cell vehicle integrated control circuit structure, characterized in that: include: Main control board, boost DCDC components, buck DCDC components, PDU components and energy system; The main control board is connected to the boost DCDC component, the buck DCDC component and the PDU component respectively through control signal lines; The boost DCDC component is electrically connected to the PDU component, and the PDU component is electrically connected to the buck DCDC component; The energy system includes: a battery stack, a power battery and an auxiliary energy source; The first input end of the boost DCDC component is connected to the positive output end of the battery stack, the second input end of the boost DCDC component is connected to the negative output end of the battery stack, the first output end of the boost DCDC component is connected to the positive output end of the power battery and the auxiliary energy source, and the second output end of the boost DCDC component is connected to the negative output end of the power battery and the auxiliary energy source; The positive output ends of the power battery and the auxiliary energy are connected to one end of the pre-charge relay Relay2 and one end of the total positive relay Relay1, the other end of the pre-charge relay Relay2 is connected to one end of the pre-charge resistor, and the other end of the pre-charge resistor is respectively connected to one end of the total positive relay Relay1, the step-down DCDC component, the FC-air compressor, the motor controller, and the first input end of the air conditioner; The positive output ends of the power battery and the auxiliary energy are also connected to the first input ends of the emergency charging port, the defrosting port, the battery heating port, the FC-hydrogen circulation pump, the FT-PTC, and the FC-cooling fan respectively; The negative output ends of the power battery and the auxiliary energy are connected to one end of the total negative relay Relay3, and the other end of the total negative relay Relay3 is connected to the step-down DCDC component, the emergency charging port, the defrost port, the battery heating port, the FC-hydrogen circulation pump, the FT-PTC, the FC-cooling fan, the FC-air compressor, the motor controller, and the second input end of the air conditioner; The first input end of the emergency charging port is also connected to the emergency charging relay Relay4; The first input end of the defrost port is also connected to a defrost charging relay Relay5; The first input end of the battery heating port is also connected to a battery heating relay Relay6; A Hall sensor is also provided at one end of the total negative relay Relay3 for detecting the current value of the total negative relay Relay3; The two ends of the main positive relay Relay1 are respectively provided with a first voltage detection point and a second voltage detection point; A third voltage detection point and a fourth voltage detection point are respectively set at two ends of the total negative relay Relay3.

2. A fuel cell vehicle integrated control circuit structure as claimed in claim 1, characterized in that: The first voltage detection point and the fifth voltage detection point are respectively set at two ends of the emergency charging relay Relay4; The two ends of the defrost charging relay Relay5 are respectively provided with a first voltage detection point and a sixth voltage detection point; The first voltage detection point and the seventh voltage detection point are respectively set at two ends of the battery heating relay Relay6.

3. A fuel cell vehicle integrated control circuit structure as claimed in claim 1, characterized in that: The main control board is connected to the water inlet, the water outlet and the Hall sensor respectively through acquisition signal lines.

4. A fuel cell vehicle integrated control circuit structure as claimed in claim 1, characterized in that: A first temperature detection point and a second temperature detection point are respectively set at two ends of the main positive relay Relay1.

5. A fuel cell vehicle integrated control circuit structure as claimed in claim 1, characterized in that: The step-down DCDC component, the emergency charging port, the defrost port, the battery heating port, the FC-hydrogen circulation pump, the FT-PTC, the FC-cooling fan, the FC-air compressor, the motor controller, and the first input end of the air conditioner are all connected with fuses.

6. A fuel cell vehicle integrated control circuit structure as claimed in claim 1, characterized in that: The first output end of the boost DCDC component is connected to the input end of the diode, and the output end of the diode is connected to the positive output end of the power battery.

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