Power supply module, power supply control method for vehicle mutual charging, and vehicle

Abstract

The present application provides a power supply module, a power supply control method for vehicle mutual charging, and a vehicle. The power supply module is arranged between the power battery of the first vehicle and the charging interface of the first vehicle. In the power supply module, the first end and the second end of the powertrain are respectively connected to the two ends of the power battery of the first vehicle; the first end of the powertrain is also connected to the first charging interface of the first vehicle, and the third end of the powertrain is connected to the second charging interface of the first vehicle through a first switch unit; the control unit obtains the voltage of the power battery of the first vehicle and the voltage of the power battery of the second vehicle, and controls the first switch unit to close when the voltage of the power battery of the first vehicle is greater than the voltage of the power battery of the second vehicle; at this time, the powertrain is controlled to reduce the voltage of the power battery of the first vehicle. By implementing the present application, V2V is realized by reusing the powertrain in the first vehicle, and the cost is low.

Description

Technical Field

[0001] The present application relates to the field of new energy vehicle technology, and in particular to a power supply module, a power supply control method for vehicle mutual charging, and a vehicle. Background Art

[0002] V2V (Vehicle to Vehicle) is a vehicle-to-vehicle charging technology, in which the charging vehicle charges the charged vehicle through the charging harness. The output voltage of the charging vehicle is one value, and the required voltage of the charged vehicle is another value, that is, the output voltage of the charging vehicle does not match the required voltage of the charged vehicle. Therefore, how to transform the output voltage of the charging vehicle to match the required voltage of the charged vehicle is a key research issue. Summary of the invention

[0003] The present application provides a power supply module, a power supply control method for vehicle mutual charging, and a vehicle, which realize V2V by reusing the powertrain in the first vehicle at a low cost.

[0004] In a first aspect, an embodiment of the present application provides a power supply module, which is arranged between a power battery of a first vehicle and a charging interface of the first vehicle; the charging interface of the first vehicle is used to connect to a second vehicle; the charging interface of the first vehicle includes a first charging interface and a second charging interface.

[0005] The power supply module includes a control unit, a power assembly and a power distribution unit; the power assembly includes a first end, a second end and a third end, and the power distribution unit includes a first switch unit.

[0006] In the power supply module, the specific connection relationship is as follows: the first end and the second end of the powertrain are respectively connected to the two ends of the power battery of the first vehicle; the first end of the powertrain is also connected to the first charging interface of the first vehicle, and the third end of the powertrain is connected to the second charging interface of the first vehicle through the first switch unit.

[0007] At this time, the control unit obtains the voltage of the power battery of the first vehicle and the voltage of the power battery of the second vehicle, and controls the first switch unit to close when the voltage of the power battery of the first vehicle is greater than the voltage of the power battery of the second vehicle. At this time, the powertrain reduces the voltage of the power battery of the first vehicle to a first voltage and outputs the first voltage between the first charging interface and the second charging interface.

[0008] In the embodiment of the present application, the voltage of the power battery in the first vehicle is converted by reusing the powertrain in the first vehicle, and the switch unit in the power distribution unit is controlled to transmit the voltage converted by the powertrain, so that the output voltage of the first vehicle matches the required voltage of the second vehicle, that is, V2V is realized. By implementing the embodiment of the present application, V2V can be realized without an external voltage conversion module, which is low-cost and easy to use.

[0009] For example, the power distribution unit in the first vehicle may be integrated with the powertrain in the first vehicle, thereby reducing the volume occupied by the power supply module in the first vehicle and achieving a high level of integration.

[0010] In combination with the first aspect, in a first possible implementation, the voltage value of the first voltage is within the direct charging voltage range of the power battery of the second vehicle; the control unit further sends first charging information carrying the voltage value of the first voltage to the second vehicle, and the first charging information instructs the second vehicle to close the direct charging switch unit in the second vehicle. The direct charging voltage range of the power battery of the second vehicle is determined according to the voltage of the power battery of the second vehicle and is related to the battery type of the power battery of the second vehicle.

[0011] In the embodiment of the present application, the first vehicle directly provides the first voltage to the second vehicle. The second vehicle can achieve matching of the output voltage of the first vehicle with the required voltage of the second vehicle without converting the first voltage, and the charging efficiency is high.

[0012] In combination with the first aspect, in a second possible implementation method, the voltage value of the first voltage is outside the direct charging voltage range of the power battery of the second vehicle, and the first voltage is less than the voltage of the power battery of the second vehicle; the control unit also sends second charging information carrying the voltage value of the first voltage to the second vehicle, and the second charging information instructs the second vehicle to close the boost switch unit in the second vehicle.

[0013] In combination with the second possible implementation manner of the first aspect, in a third possible implementation manner, the control unit further sends second charging information carrying a voltage value of the first voltage to the second vehicle, which is specifically implemented as follows:

[0014] The control unit receives a charging request from the second vehicle, the charging request from the second vehicle carrying an identifier of the second vehicle; the control unit sends the second charging information to the second vehicle when the identifier of the second vehicle is a target identifier. That is, the control unit determines that the second vehicle includes a boost module before sending the second charging information to the second vehicle.

[0015] In combination with the first aspect or any one of the above possible implementations of the first aspect, in a fourth possible implementation, the power distribution unit further includes a second switch unit, and the third end of the powertrain can be connected to the second charging interface of the first vehicle through the second switch unit, and the control unit controls the first switch unit and the second switch unit to close when the voltage of the power battery of the first vehicle is greater than the voltage of the power battery of the second vehicle. In the embodiment of the present application, the second switch unit is connected in series between the powertrain and the second charging interface, which can improve the safety of the power supply module.

[0016] In combination with the fourth possible implementation manner of the first aspect, in a fifth possible implementation manner, the power distribution unit also includes a third switch unit; and the second end of the powertrain is also connected to the second charging interface of the first vehicle through the third switch unit.

[0017] In a specific implementation, the control unit also controls the second switch unit and the third switch unit to close, or controls the first switch unit and the second switch unit to close when the voltage of the power battery of the first vehicle is lower than the voltage of the power battery of the second vehicle.

[0018] In combination with the fifth possible implementation method of the first aspect, in a sixth possible implementation method, when the second switch unit and the third switch unit are closed, the powertrain is in a non-working state, that is, each bridge arm in the powertrain is turned off; when the first switch unit and the second switch unit are closed, the powertrain is used to reduce the voltage of the power battery of the first vehicle to a second voltage, that is, each bridge arm in the powertrain is controlled according to the control method of the BUCK converter.

[0019] Among them, the control unit also sends third charging information to the second vehicle, and the third charging information carries the voltage of the power battery of the first vehicle or the voltage value of the second voltage; the third charging information is used to instruct the second vehicle to close the boost switch unit in the second vehicle.

[0020] In an embodiment of the present application, when the voltage of the power battery of the first vehicle is lower than the voltage of the power battery of the second vehicle, regardless of whether the power battery of the first vehicle outputs the voltage directly by connecting to the charging interface or outputs the voltage after the powertrain step-down conversion, the second vehicle needs to boost the voltage provided by the first vehicle.

[0021] In combination with the sixth possible implementation manner of the first aspect, in a seventh possible implementation manner, the control unit sends the third charging information to the second vehicle, which is specifically implemented as follows:

[0022] The control unit receives a charging request from the second vehicle, where the charging request from the second vehicle carries an identifier of the second vehicle; the control unit also sends third charging information to the second vehicle when the identifier of the second vehicle is a target identifier.

[0023] In combination with the fifth possible implementation manner of the first aspect, in an eighth possible implementation manner, the control unit further sends a charging request of the first vehicle to the second vehicle, where the charging request of the first vehicle carries an identifier of the first vehicle;

[0024] The control unit also controls the first switch unit and the second switch unit to close, or controls the second switch unit and the third switch unit to close when receiving a charging reply from the second vehicle; wherein the charging reply from the second vehicle carries the charging voltage provided by the second vehicle to the first vehicle.

[0025] In the embodiment of the present application, when the voltage of the power battery of the first vehicle is lower than the voltage of the power battery of the second vehicle, the second vehicle can charge the first vehicle, and the first vehicle serves as the charged vehicle.

[0026] In combination with the eighth possible implementation manner of the first aspect, in a ninth possible implementation manner, the control unit controls the first switch unit and the second switch unit to be closed, or controls the second switch unit and the third switch unit to be closed, which is specifically implemented as follows:

[0027] When the charging voltage provided by the second vehicle to the first vehicle is within the direct charging voltage range of the power battery of the first vehicle, the control unit controls the second switch unit and the third switch unit to be closed, and the powertrain is in an inoperative state;

[0028] When the charging voltage provided by the second vehicle to the first vehicle is outside the direct charging voltage range of the power battery of the first vehicle, and the charging voltage provided by the second vehicle to the first vehicle is lower than the voltage of the power battery of the first vehicle, the control unit controls the first switch unit and the second switch unit to close, and the powertrain of the first vehicle boosts the charging voltage provided by the second vehicle and then provides it to the power battery of the first vehicle.

[0029] In combination with the fifth possible implementation manner of the first aspect, in a tenth possible implementation manner, the control unit further sends a charging request of the first vehicle to the second vehicle, where the charging request of the first vehicle carries a voltage of a power battery of the first vehicle;

[0030] The control unit further controls the second switch unit and the third switch unit to close when receiving a charging reply from the second vehicle.

[0031] In an embodiment of the present application, when the voltage of the power battery of the first vehicle is lower than the voltage of the power battery of the second vehicle, the control unit directly informs the second vehicle of the voltage of the power battery of the first vehicle, so that the second vehicle can provide a charging voltage according to the power battery of the first vehicle.

[0032] In combination with the first aspect or any one of the above possible implementations of the first aspect, in an eleventh possible implementation, the powertrain includes a motor control unit (MCU) and a motor; the MCU includes three bridge arms, each of the three bridge arms includes a first end and a second end; and the motor includes three motor windings corresponding to the three bridge arms.

[0033] The first end and the second end of the powertrain are respectively connected to the two ends of the power battery of the first vehicle; the first end of the powertrain is also connected to the first charging interface of the first vehicle, and the third end of the powertrain is connected to the second charging interface of the first vehicle through the first switch unit, which is specifically implemented as follows:

[0034] The first end of each bridge arm is connected to the first end of the power battery of the first vehicle, the second end of each bridge arm is connected to the second end of the power battery of the first vehicle, and the midpoint of each bridge arm is connected to one end of a generator winding; the first end of each bridge arm is also connected to the first charging interface of the first vehicle; the other end of each generator winding of the three generator windings is connected to the second charging interface of the first vehicle through the first switch unit. The powertrain in the embodiment of the present application adopts a three-phase parallel mode.

[0035] In combination with the eleventh possible implementation of the first aspect, in a twelfth possible implementation, the powertrain further includes an inductor. The other end of each of the three generator windings is connected to the second charging interface of the first vehicle through the first switch unit, which is specifically implemented as follows: the inductor is connected in series with the first switch unit between the other end of each motor winding and the second charging interface of the first vehicle. By implementing the embodiment of the present application, the inductance of the powertrain can be increased, thereby reducing the ripple of the output voltage of the powertrain.

[0036] In combination with the first aspect or in combination with the first possible implementation manner of the first aspect to the tenth possible implementation manner of the first aspect, in the thirteenth possible implementation manner, the powertrain includes a motor control unit (Motor Controller Unit, MCU) and a motor; the MCU includes three bridge arms, each of the three bridge arms includes a first end and a second end; the motor includes three motor windings corresponding to the three bridge arms.

[0037] The first end and the second end of the powertrain are respectively connected to the two ends of the power battery of the first vehicle; the first end of the powertrain is also connected to the first charging interface of the first vehicle, and the third end of the powertrain is connected to the second charging interface of the first vehicle through the first switch unit, which is specifically implemented as follows:

[0038] The first end of each bridge arm is connected to the first end of the power battery of the first vehicle, the second end of each bridge arm is connected to the second end of the power battery of the first vehicle, and the midpoint of each bridge arm is connected to one end of a generator winding; the first end of each bridge arm is also connected to the first charging interface of the first vehicle; the midpoint of the first bridge arm is connected to the second charging interface of the first vehicle through the first switch unit, and the first bridge arm is any one of the three bridge arms. The powertrain in the embodiment of the present application adopts a two-phase parallel mode.

[0039] In the second aspect, an embodiment of the present application provides a power supply control method for vehicle mutual charging, which is applicable to a power supply module, which is arranged between a power battery of a first vehicle and a charging interface of the first vehicle; the charging interface of the first vehicle is used to connect to the second vehicle; the charging interface of the first vehicle includes a first charging interface and a second charging interface.

[0040] The power supply module includes a control unit, a power assembly and a power distribution unit; the power assembly includes an input end, a first output end and a second output end, and the power distribution unit includes a first switch unit.

[0041] The first end and the second end of the powertrain are respectively connected to the two ends of the power battery of the first vehicle; the first end of the powertrain is also connected to the first charging interface of the first vehicle, and the third end of the powertrain is connected to the second charging interface of the first vehicle through the first switch unit.

[0042] The power supply control method is specifically implemented as follows: obtaining the voltage of the power battery of the first vehicle and the voltage of the power battery of the second vehicle; when the voltage of the power battery of the first vehicle is greater than the voltage of the power battery of the second vehicle, controlling the first switch unit to close.

[0043] In combination with the second aspect, in a first possible implementation, the power distribution unit further includes a second switch unit, and the third end of the power assembly is connected to the second charging interface of the first vehicle through the second switch unit. When the voltage of the power battery of the first vehicle is greater than the voltage of the power battery of the second vehicle, the first switch unit and the second switch unit are controlled to be closed.

[0044] In combination with the second aspect or the first possible implementation manner of the second aspect, in a second possible implementation manner, the power distribution unit further includes a third switch unit; the second end of the powertrain is further connected to the second charging interface of the first vehicle through the third switch unit; and the power supply control method may further include:

[0045] When the voltage of the power battery of the first vehicle is lower than the voltage of the power battery of the second vehicle, the second switch unit and the third switch unit are controlled to be closed, or the first switch unit and the second switch unit are controlled to be closed.

[0046] In combination with the second aspect or any one of the foregoing possible implementations of the second aspect, in a third possible implementation, the power supply control method further includes:

[0047] Charging information is sent to the second vehicle, where the charging information is used to instruct the second vehicle to close a switch in the second vehicle.

[0048] In combination with the third possible implementation manner of the second aspect, in a fourth possible implementation manner, sending charging information to the second vehicle is specifically implemented as follows:

[0049] A charging request from a second vehicle is received, where the charging request from the second vehicle carries an identifier of the second vehicle; and charging information is sent to the second vehicle when the identifier of the second vehicle is a target identifier.

[0050] In combination with the first possible implementation manner of the second aspect or in combination with the second possible implementation manner of the second aspect, in a fifth possible implementation manner, the power supply control method further includes:

[0051] Sending a charging request of the first vehicle to the second vehicle, where the charging request of the first vehicle carries an identifier of the first vehicle;

[0052] When receiving a charging reply from the second vehicle, controlling the first switch unit and the second switch unit to be closed, or controlling the second switch unit and the third switch unit to be closed;

[0053] The charging response of the second vehicle carries the charging voltage provided by the second vehicle to the first vehicle.

[0054] In a third aspect, an embodiment of the present application provides a vehicle, comprising a power battery, a charging interface, and a power supply module as in the first aspect or in any one of the possible implementations described above in combination with the first aspect; wherein the power supply module is arranged between the power battery and the charging interface.

[0055] It should be understood that the implementation and beneficial effects of the above-mentioned aspects of the present application can be referenced to each other. BRIEF DESCRIPTION OF THE DRAWINGS

[0056] Figure 1 A schematic diagram of a V2V charging scenario provided in an embodiment of the present application;

[0057] Figure 2 A partial structural schematic diagram of a first vehicle provided in an embodiment of the present application;

[0058] Figure 3 A circuit diagram of a first vehicle provided in an embodiment of the present application;

[0059] Figure 4A and Figure 4BA schematic diagram of a circuit state of a first vehicle provided in an embodiment of the present application;

[0060] Figure 5 Another circuit state schematic diagram of the first vehicle provided in an embodiment of the present application;

[0061] Figure 6 A circuit diagram of V2V charging provided in an embodiment of the present application;

[0062] Figure 7 Another circuit diagram of the first vehicle provided in an embodiment of the present application;

[0063] Figure 8 Another circuit diagram of the first vehicle provided in an embodiment of the present application;

[0064] Fig.9A and Fig. 9B A schematic diagram of a circuit state of a first vehicle provided in an embodiment of the present application;

[0065] Fig.10 Another circuit state schematic diagram of the first vehicle provided in an embodiment of the present application;

[0066] Fig.11 Another circuit diagram of V2V charging provided in an embodiment of the present application;

[0067] Fig.12 Another circuit diagram of the first vehicle provided in an embodiment of the present application. DETAILED DESCRIPTION

[0068] The following will be combined with the drawings in the embodiments of the present application to clearly and completely describe the technical solutions in the embodiments of the present application. Obviously, the described embodiments are part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this application.

[0069] The implementation of the technical solution of the present application is further described in detail below in conjunction with the accompanying drawings.

[0070] See also Figure 1 , Figure 1 A schematic diagram of a V2V charging scenario provided in an embodiment of the present application. Figure 1 As shown, the first vehicle 11 is connected to the second vehicle 12 via a charging harness 13 .

[0071] In a specific implementation, the first vehicle 11 has a charging interface 111, the second vehicle has a charging interface 121, and charging terminals are provided at both ends of the charging harness 13. The charging terminals at both ends of the charging harness 13 are respectively inserted into the charging interface 111 of the first vehicle 11 and the charging interface 121 of the second vehicle 12 to connect the first vehicle 11 with the second vehicle 12, thereby realizing the first vehicle 11 charging the second vehicle 12, or the second vehicle 12 charging the first vehicle 11.

[0072] It should be explained that the charging harness 13 may include a communication line, which can establish a communication connection between the first vehicle 11 and the second vehicle 12. Exemplarily, the communication connection established between the first vehicle 11 and the second vehicle 12 follows a serial communication protocol, and the two ends of the communication bus are respectively connected to a controller area network (CAN) bus in the first vehicle 11 and a CAN bus in the second vehicle 12.

[0073] Exemplarily, the charging harness 13 can be stored in the first vehicle 11 , or stored in the second vehicle 12 . The embodiment of the present application does not limit the storage position of the charging harness 13 .

[0074] It can be seen that the embodiment of the present application can realize mutual charging between the first vehicle and the second vehicle without the need for an external voltage conversion module.

[0075] See also Figure 2 , Figure 2 This is a partial structural diagram of the first vehicle provided in the embodiment of the present application. Figure 2 As shown, the first vehicle 11 includes a power battery 110, a charging interface 111, and a power supply module disposed between the power battery 110 and the charging interface 111. The power supply module includes a powertrain 112, a power distribution unit 113, and a control unit 114.

[0076] In a specific implementation, the power battery 110 is connected to the power assembly 112 . When the power battery 110 is discharged, the power battery 110 can provide voltage to the power assembly 112 ; or when the power battery 110 is charged, it can receive the output voltage of the power assembly 112 .

[0077] The powertrain 112 includes a motor controller (MCU) and a motor. The MCU includes three bridge arms and a controller, and the controller can send a pulse width modulation (PWM) signal to the three bridge arms, and the three bridge arms can be turned on or off according to the PWM signals received by each. Exemplarily, the controller can be specifically implemented as a central processing unit (CPU), other general-purpose processors, digital signal processors (DSP), application specific integrated circuits (ASIC), field-programmable gate arrays (FPGA) or other programmable logic devices, discrete gates or transistor logic devices, discrete hardware components, etc.

[0078] The power distribution unit 113 includes at least one switch unit, which can select multiple switches in series or in parallel according to the voltage and current in the power supply module. Among them, the switch can be specifically implemented as an insulated gate bipolar transistor (IGBT) and its anti-parallel diode, or a metal oxide semiconductor field effect transistor (MOSFET), or a contactor, etc. In general, the embodiment of the present application does not limit the type of switches and the number of switches in the switch unit.

[0079] In some feasible embodiments, the power distribution unit 113 can be welded to the same printed circuit board (PCB) or different PCBs as the controller in the powertrain 112, that is, the power distribution unit 113 is integrated with the powertrain 112, which can reduce the volume occupied by the power supply module in the first vehicle 11, and has a high degree of integration. Alternatively, the power distribution unit 113 can be placed independently in a distribution box, and there is a communication connection between the distribution box and the control unit 114. Optionally, the distribution box can be set close to the power battery 110.

[0080] The control unit 114 may be a vehicle control unit (VCU) or a battery management system (BMS) in the first vehicle 11. At this time, the control unit 114 sends control information to the controller in the MCU to instruct the controller to control the on or off of each bridge arm.

[0081] Optionally, the control unit 114 may also be a controller in the MCU. In this case, relative to the controller in the existing MCU, the control unit 114 not only controls the on or off of each bridge arm in the MCU, but also obtains the voltage of the power battery 110 and communicates with the second vehicle.

[0082] In the embodiment of the present application, the voltage of the power battery in the first vehicle is converted by reusing the powertrain in the first vehicle, and the various switch units in the power distribution unit are controlled to transmit the converted voltage, so that the output voltage of the first vehicle matches the required voltage of the second vehicle, that is, V2V is realized. Therefore, by implementing the embodiment of the present application, V2V can be realized without an external voltage conversion module, which is low-cost and easy to use.

[0083] Optionally, the internal structure of the second vehicle 12 may be the same as the internal structure of the first vehicle 11 , or may be different from the internal structure of the first vehicle 11 . The embodiment of the present application does not limit the internal structure of the second vehicle 12 .

[0084] The specific structure of the power supply module provided in the embodiment of the present application is described below with reference to the accompanying drawings.

[0085] In some possible implementations, see Figure 3 , Figure 3 A circuit diagram of a first vehicle provided in an embodiment of the present application. Figure 3 As shown, in the first vehicle, a power supply module is provided between the power battery 210 and the charging interface 211, wherein the power supply module includes a power assembly 212, a power distribution unit 213 and a control unit (not shown in the figure).

[0086] The powertrain 212 includes an MCU and a motor M1. The MCU includes three bridge arms and a controller (not shown in the figure). The motor M1 includes three motor windings corresponding to the three bridge arms (for example, motor winding N U1 、N V1 and N W1 ).

[0087] Each bridge arm includes two switch units connected in series. For example, the switch unit is specifically implemented as an IGBT and its anti-parallel diode. Figure 3 As shown, the first bridge arm includes a switch tube Q 21And the switch tube Q 21 The series switch tube Q 22 The second bridge arm includes the switch tube Q 23 And the switch tube Q 23 The series switch tube Q 24 The third bridge arm includes the switch tube Q 25 And the switch tube Q 25 The series switch tube Q 26 .

[0088] Figure 3 The first end of the power battery 210 shown in the figure is the positive terminal, and the second end of the power battery 210 is the negative terminal. The first end of each bridge arm is connected to the first end of the power battery 210, and the second end of each bridge arm is connected to the second end of the power battery 210, that is, the switch tube Q 21 The collector of the switch tube Q 23 The collector and switch tube Q 25 The collector of the power battery 210 is connected to the positive terminal, and the switch tube Q 22 The emitter of the switch tube Q 24 The emitter and switch tube Q 26 The emitter of is connected to the negative terminal of the power battery 210. It can be seen that the first end of the first bridge arm is the switch tube Q 21 The collector of the first bridge arm is the switch tube Q 22 The first end of the second bridge arm is the switch tube Q 23 The collector of the second bridge arm is the switch tube Q 24 The first end of the third bridge arm is the switch tube Q 25 The collector of the third bridge arm is the switch tube Q 26 of the emitter.

[0089] The midpoint of each bridge arm is connected to one end of a motor winding, and the midpoint of each bridge arm is the series connection point between two series switch units. 21 The emitter and switch tube Q 22 The collector of the motor winding N is connected U1 One end of the switch tube Q 23 The emitter and switch tube Q 24 The collector coupling of the motor winding N V1 One end of the switch tube Q 25 The emitter and switch tube Q 26 The collector coupling of the motor winding N W1 One end.

[0090] The power distribution unit 213 includes a first switch unit. The first switch unit is specifically implemented as a switch K 21 For example, switch K 21One end is connected to the motor winding N U1 The other end of the motor winding N V1 The other end of the motor winding N W1 The other end of the switch K 21 The other end is connected to the second charging interface of the charging interface 211.

[0091] at this time, Figure 3 The first charging interface of the charging interface 211 shown in FIG. 2 is a positive charging interface, and the second charging interface of the charging interface 211 is a negative charging interface. U1 The other end of the motor winding N V1 The other end of the motor winding N W1 The other end is connected through switch K 21 Connect the negative charging port.

[0092] In some feasible implementations, the powertrain further includes an inductor (not shown in the figure), which is connected to the first switch unit (ie, switch K 21 ) is connected in series between the other end of each motor winding and the negative charging interface of the charging interface 211. By implementing the embodiment of the present application, the inductance of the powertrain can be increased, thereby reducing the ripple of the output voltage of the powertrain.

[0093] The control unit may obtain the voltage of the power battery 210 and the voltage of the power battery of the second vehicle. For example, when the control unit is specifically implemented as a BMS, the voltage of the power battery 210 may be obtained through a voltage sensor on the first vehicle, or when the control unit is specifically implemented as a VCU, the voltage of the power battery 210 may be obtained from the BMS.

[0094] The control unit obtains the voltage of the power battery of the second vehicle through the communication bus 1 in the first vehicle. For example, when the second vehicle sends a charging request to the first vehicle, the control unit receives the charging request sent by the second vehicle through the communication bus 1, and the charging request sent by the second vehicle can carry the voltage of the power battery of the second vehicle; or, in the process of establishing an electrical connection between the first vehicle and the second vehicle, the second vehicle directly sends the voltage of the power battery of the second vehicle to the first vehicle, and the control unit can obtain the voltage of the power battery of the second vehicle through the communication bus 1.

[0095] The control unit compares the voltage of the power battery 210 with the voltage of the power battery of the second vehicle, and controls the switch K if the voltage of the power battery 210 is greater than the voltage of the power battery of the second vehicle. 21The first vehicle charges the second vehicle at the first voltage.

[0096] Optionally, in some feasible implementations, the power distribution unit 213 further includes a second switch unit, wherein the second switch unit may be connected between the power battery 210 and the powertrain 212 (not shown in the figure), or the second switch unit may be connected between the powertrain 212 and the charging interface 211 .

[0097] Taking the second switch unit connected between the powertrain 212 and the charging interface 211 as an example, the second switch unit is specifically implemented as follows: Figure 3 The switch K shown in 22 . Switch K 22 One end of the switch K is connected to the first end of each bridge arm. 22 The other end is connected to the positive charging interface, that is, the switch tube Q 21 The collector of the switch tube Q 23 The collector and switch tube Q 25 The collector of 22 Connect the positive charging port.

[0098] The control unit compares the voltage of the power battery 210 with the voltage of the power battery of the second vehicle, and controls the switch K if the voltage of the power battery 210 is greater than the voltage of the power battery of the second vehicle. 21 and switch K 22 The first vehicle charges the second vehicle at the first voltage.

[0099] In the embodiment of the present application, a switch unit is connected in series on the positive bus of the power supply module, which can improve the safety of the use of the power supply module.

[0100] In a specific implementation, the first vehicle charges the second vehicle, that is, the power battery outputs voltage to the charging interface, including a motor winding freewheeling stage and a power battery discharging stage.

[0101] Exemplarily, within the first preset time period, the control unit controls the upper switch tube of each bridge arm to turn off and the lower switch tube to turn on, that is, the control unit controls the switch tube Q 21 , switch tube Q 23 And the switch tube Q 25 Turn off and control the switch tube Q 22, switch tube Q 24 And the switch tube Q 26 At this time, the circuit state in the first vehicle is as follows Figure 4A As shown, the power battery 210 discharges, and the discharge current returns from the positive electrode of the power battery 210 through the positive charging interface, the negative charging interface, the three motor windings and the three bridge arms to the negative electrode of the power battery 210. At this time, a first voltage is output between the positive charging interface and the negative charging interface.

[0102] In the second preset time period, the control unit controls the lower switch tube of each bridge arm to turn off, that is, the control unit controls the switch tube Q 22 , switch tube Q 24 And the switch tube Q 26 The upper switch tube of each bridge arm can be turned on or off. At this time, the circuit state in the first vehicle is as follows: Figure 4B As shown, the motor windings continue to flow, and the continue currents of the three motor windings pass through the continue current diodes of the switch tubes, the positive charging interface, and the negative charging interface to form a closed loop, that is, the motor windings continue to flow, and the first voltage can still be output between the positive charging interface and the negative charging interface.

[0103] It can be seen that in the first preset time period and the second preset time period, the switch K 21 and switch K 22 When the powertrain 212 is closed, the bridge arm and the motor winding in the powertrain 212 specifically implement the voltage reduction function, that is, the function of the BUCK converter. Therefore, the control of each bridge arm in the powertrain 212 can refer to the control of the existing BUCK. For example, the control unit can control at least one of the three bridge arms, which can be one bridge arm or two bridge arms, so that the powertrain 212 can achieve the voltage reduction function, and it is not necessary to control the three bridge arms at the same time. Figure 4A and Figure 4B The circuit states in should be understood as examples and not as limitations.

[0104] Optionally, in some feasible implementations, the power distribution unit 213 may further include a capacitor unit (eg, capacitor C 21 ), at this time, the capacitor can enable the powertrain to achieve constant voltage output such as the BUCK function, that is, the voltage value of the first voltage can be a fixed value.

[0105] In the embodiment of the present application, V2V is realized by reusing the powertrain in the first vehicle to convert the voltage and controlling the switch units in the power distribution unit to transmit the voltage. By implementing the embodiment of the present application, V2V can be realized without an external voltage conversion module, which is low-cost and easy to use.

[0106] Optionally, in some feasible embodiments, the control unit determines whether the first voltage obtained after the powertrain 212 is stepped down is within the direct charging voltage range of the power battery of the second vehicle, that is, the control unit determines whether the first voltage obtained after the powertrain 212 is stepped down can be used to directly charge the power battery of the second vehicle. If the voltage value of the first voltage is within the direct charging voltage range of the power battery of the second vehicle, the control unit sends first charging information to the second vehicle, and the first charging information carries the voltage value of the first voltage. The first charging information instructs the second vehicle to close the direct charging switch unit in the second vehicle.

[0107] It is understandable that the direct charging voltage range of the power battery of the second vehicle is determined according to the voltage of the power battery of the second vehicle, wherein the size of the direct charging voltage range is related to the battery type of the power battery of the second vehicle.

[0108] For example, if the control unit obtains that the voltage of the power battery of the first vehicle is 60V and the voltage of the power battery of the second vehicle is 48V, the direct charging voltage range of the power battery of the second vehicle is 48V±5%. At this time, if the powertrain 212 reduces the voltage of the power battery of the first vehicle (i.e., 60V) to obtain a first voltage value of 48V, and the control unit determines that 48V is within the range of 48V±5%, the power battery of the second vehicle can be directly charged, and at this time, the charging voltage of the power battery of the second vehicle is 48V.

[0109] In the embodiment of the present application, the first vehicle directly provides the first voltage to the second vehicle. The second vehicle can achieve matching of the output voltage of the first vehicle with the required voltage of the second vehicle without converting the first voltage, and the charging efficiency is high.

[0110] Optionally, in some feasible implementations, the control unit may instruct the powertrain 212 to reduce the voltage of the power battery 210 of the first vehicle to within the direct charging voltage range of the power battery of the second vehicle according to the voltage of the power battery of the second vehicle. For example, if the voltage of the power battery 210 of the first vehicle is 60V and the direct charging voltage range of the power battery of the second vehicle is 48V±5%, the control unit may instruct the powertrain 212 to reduce the voltage of 60V to 48V, and the first vehicle may instruct the second vehicle to close the direct charging switch unit in the second vehicle to directly charge the second vehicle.

[0111] Optionally, in some feasible embodiments, when the control unit determines that the voltage value of the first voltage obtained after the powertrain 212 is reduced is outside the direct charging voltage range of the power battery of the second vehicle, and the first voltage is less than the voltage of the power battery of the second vehicle, the control unit sends second charging information to the second vehicle, and the second charging information carries the voltage value of the first voltage, and the second charging information instructs the second vehicle to close the boost switch unit in the second vehicle.

[0112] In a feasible implementation, the first vehicle does not determine whether the second vehicle is provided with a boost module before sending the second charging information. If the second vehicle is not provided with a boost module, the second vehicle sends a message that charging is impossible to the first vehicle when receiving the second charging information. Assuming that the second vehicle is provided with a boost module, when the second vehicle receives the second charging information, the second vehicle sends a message that charging is accepted to the first vehicle and closes the boost switch unit in the second vehicle.

[0113] Optionally, in a feasible implementation, the control unit determines whether a boost module is provided in the second vehicle before sending the second charging information to the second vehicle. Exemplarily, the control unit determines whether the identifier of the second vehicle is a target identifier before sending the second charging information to the second vehicle. If the identifier of the second vehicle is a target identifier, it means that there is a boost module in the second vehicle; if the identifier of the second vehicle is not a target identifier, it means that there is no boost module in the second vehicle.

[0114] Taking the target identifier as binary 1 as an example, if the control unit receives the identifier of the second vehicle as 0, the control unit can determine that there is no boost module in the second vehicle, and the control unit sends a message that charging is impossible to the second vehicle. Alternatively, the control unit receives the identifier of the second vehicle as 0, and after determining that there is no boost module in the second vehicle, controls the powertrain 212 to further reduce the voltage to within the direct charging voltage range of the power battery of the second vehicle, so that the first vehicle can directly charge the second vehicle. Alternatively, if the control unit receives the identifier of the second vehicle as 1, the control unit determines that there is a boost module in the second vehicle, and the control unit sends a second charging message to the second vehicle.

[0115] Optionally, in some feasible implementations, the power distribution unit 213 may further include a third switch unit, and the third switch unit is specifically implemented as a switch K 23 For example, switch K 23 One end of the switch K is connected to the second end of each bridge arm. 23 The other end is connected to the negative charging interface. 23 One end of the switch tube Q 22 The emitter of the switch tube Q 24 The emitter and switch tube Q26 The emitter of switch K 23 Connect the other end of the charger to the negative charging port.

[0116] When the control unit receives a charging request from the second vehicle, the charging request from the second vehicle carries the identifier of the second vehicle. If the identifier of the second vehicle is a target identifier, it means that a boost module is provided in the second vehicle. Even if the voltage of the power battery 210 is lower than the voltage of the power battery of the second vehicle, the control unit can still send third charging information to the second vehicle, and the third charging information instructs the second vehicle to close the boost switch unit in the second vehicle.

[0117] At this time, the control unit controls the switch K 21 and switch K 22 The first vehicle 200 is closed and controls the conduction or shutoff of each switch tube in the three bridge arms to control the power assembly 212 to reduce the voltage of the power battery 210 to a second voltage and output the second voltage between the positive charging interface and the negative charging interface. It can be understood that at this time, the circuit state in the first vehicle is still as Figure 4A and Figure 4B In some feasible implementations, the voltage value of the first voltage is equal to the voltage value of the second voltage. That is, the control unit can adopt the same control method when the voltage of the power battery is greater than or less than the voltage of the power battery of the second vehicle, and the control method is simple.

[0118] Alternatively, in order to improve the charging efficiency, the control unit controls the switch K 22 and switch K 23 The powertrain 212 is in an inoperative state, that is, the two ends of the power battery 210 are directly connected to the positive charging interface and the negative charging interface respectively. The circuit state in the first vehicle is as follows: Figure 5 As shown. At this time, the powertrain 212 does not transform the voltage of the power battery 210, and the voltage of the power battery 210 is output at the positive charging interface and the negative charging interface. Compared with the control method in which the powertrain 212 further reduces the voltage of the power battery 210, the difference between the output voltage between the positive charging interface and the negative charging interface and the voltage of the power battery of the second vehicle in the embodiment of the present application is small, the power consumption is low, and the charging efficiency is high.

[0119] Regardless of the control method adopted by the control unit for each bridge arm, the second vehicle must boost the output voltage between the positive charging interface and the negative charging interface. That is, when the voltage of the power battery of the first vehicle is lower than the voltage of the power battery 210 of the second vehicle, regardless of whether the power battery 210 of the first vehicle outputs the voltage directly by connecting to the charging interface or outputs the voltage after the powertrain 212 steps down the voltage, the second vehicle needs to boost the voltage provided by the first vehicle.

[0120] Exemplarily, the second vehicle can operate in the BOOST constant current mode. In general, the charging vehicle can operate in the BUCK constant voltage mode, and the charged vehicle can operate in the BOOST constant current mode.

[0121] It is understandable that a boost module needs to be provided in the second vehicle at this time. For example, the circuit diagram in the second vehicle is the same as the circuit diagram in the first vehicle. The circuit diagram of the first vehicle charging the second vehicle can be referred to as Figure 6 , Figure 6 A circuit diagram of V2V charging provided in an embodiment of the present application. Figure 6 As shown, the circuit diagram of the first vehicle can refer to the above combined Figure 3 The description is not repeated here.

[0122] In the second vehicle 12A, a powertrain 322 and a power distribution unit 323 are provided between the power battery 320 and the charging interface 321 .

[0123] The powertrain 322 also includes three bridge arms and a motor M2. The motor M2 includes three motor windings corresponding to the three bridge arms (for example, motor windings N U2 、N V2 and N W2 ).like Figure 6 As shown, the switch tube Q 31 The collector of the switch tube Q 33 The collector and switch tube Q 35 The collector of the power battery 320 is connected to the positive terminal and the switch K 32 One end of the switch tube Q 32 The emitter of the switch tube Q 34 The emitter and switch tube Q 36 The emitter of the power battery 320 is connected to the negative terminal and the switch K 33 And, the switch tube Q 31 The emitter and switch tube Q 32 The collector of the motor winding N is connected U2 One end of the switch tube Q 33 The emitter and switch tube Q 34 The collector coupling of the motor winding N V2 One end of the switch tube Q 35 The emitter and switch tube Q 36 The collector coupling of the motor winding N W2 One end, motor winding N U2 The other end of the motor winding N V2 The other end of the motor winding N W2 The other end is connected to switch K 31 one end.

[0124] Switch K 32 The other end is connected to the positive charging port of the charging port 321, and the switch K 31 The other end and switch K 33 The other end is connected to the negative charging interface of the charging interface 321.

[0125] At this time, the voltage used by the first vehicle to charge the second vehicle 12A is loaded between the positive charging interface and the negative charging interface of the charging interface 211, and the boost switch unit of the second vehicle 12A is switch K. 31 and switch K 32 The direct charging switch unit of the second vehicle 12A is switch K 32 and switch K 33 For example, when the voltage between the positive charging interface and the negative charging interface of the charging interface 211 is within the direct charging voltage range of the power battery 320, the switch k 32 and switch k 33 When the voltage between the positive charging interface and the negative charging interface of the charging interface 211 is outside the direct charging voltage range of the power battery 320, and the voltage between the positive charging interface and the negative charging interface of the charging interface 211 is less than the voltage of the power battery 320, the switch K 31 and switch K 32 closure.

[0126] Optionally, in some feasible implementations, when the voltage of the power battery 210 is less than the voltage of the power battery 320 , the second vehicle 12A can charge the first vehicle, and the first vehicle serves as the charged vehicle.

[0127] In a specific implementation, the control unit may send a charging request of the first vehicle to the second vehicle 12A via the communication bus 1 , wherein the charging request of the first vehicle carries the identification of the first vehicle. The first vehicle has a boost module, and the identification of the first vehicle may be 1.

[0128] Wherein, the communication bus 1 is connected to the communication bus 2, and the second vehicle 12A can obtain the charging request of the first vehicle through the communication bus 2, and respond to the charging request of the first vehicle. Exemplarily, the charging response of the second vehicle 12A carries the charging voltage provided by the second vehicle 12A to the first vehicle.

[0129] After receiving the charging reply from the second vehicle 12A through the communication bus 1 , the control unit compares the charging voltage provided by the second vehicle 12A to the first vehicle with the voltage of the power battery 210 .

[0130] When the charging voltage provided by the second vehicle 12A to the first vehicle is within the direct charging voltage range of the power battery 210, the control unit controls the switch K 22and switch K 23 The circuit state of the first vehicle is the same as that of the first vehicle. Figure 5 The difference is that the direction of the current is opposite, and the second vehicle 12A charges the first vehicle.

[0131] Optionally, in some feasible implementations, the control unit may directly inform the second vehicle 12A of the voltage of the power battery of the first vehicle. Exemplarily, the control unit may send a charging request of the first vehicle to the second vehicle 12A via the communication bus 1, and the charging request of the first vehicle carries the voltage of the power battery of the first vehicle.

[0132] Among them, the communication bus 1 is connected to the communication bus 2, and the second vehicle 12A can obtain the charging request of the first vehicle through the communication bus 2. The second vehicle can instruct the powertrain 322 to reduce the voltage of the power battery 320 to the direct charging voltage range of the power battery 210 of the first vehicle according to the voltage of the power battery of the first vehicle. At this time, the second vehicle generates a charging response that can charge the first vehicle, and outputs the reduced voltage at the charging interface 321.

[0133] After the control unit receives the charging reply from the second vehicle 12A via the communication bus 1, the control unit controls the switch K 22 and switch K 23 The first vehicle 12A is directly charged by the second vehicle 12A.

[0134] Optionally, in some feasible implementations, when the charging voltage provided by the second vehicle 12A to the first vehicle is outside the direct charging voltage range of the power battery 210, and the charging voltage provided by the second vehicle 12A to the first vehicle is less than the voltage of the power battery 210, the control unit controls the switch k 21 and switch K 22 Closed, and control the conduction or shutoff of each switch tube in the three bridge arms to control the powertrain 212 to boost the charging voltage provided by the second vehicle 12A to the first vehicle, that is, to realize the function of a BOOST converter.

[0135] At this time, the circuit state of the first vehicle is Figure 4A and Figure 4B The difference between them is that the direction of the current is opposite. Similarly, the control of each bridge arm in the powertrain can refer to the existing BOOST control. For example, the control unit can control at least one of the three bridge arms, which can be one bridge arm or two bridge arms, so that the powertrain can achieve the boost function, and it is not necessary to control the three bridge arms at the same time.

[0136] In the embodiment of the present application, when the voltage of the power battery of the first vehicle is lower than the voltage of the power battery of the second vehicle, the second vehicle can charge the first vehicle, and the first vehicle serves as the charged vehicle.

[0137] Optionally, in some possible implementations, see Figure 7 , Figure 7 This is another circuit diagram of the first vehicle provided in the embodiment of the present application. Figure 7 As shown, in the first vehicle, a power assembly 712 , a power distribution unit 713 and a control unit (not shown in the figure) are provided between the power battery 710 and the charging interface 711 .

[0138] The powertrain 712 includes an MCU and a motor M7. The MCU includes three bridge arms and a controller (not shown in the figure). The motor M7 includes three motor windings corresponding to the three bridge arms (for example, motor winding N U7 、N V7 and 7 W7 Each bridge arm includes two switch units connected in series. For example, the switch unit is implemented as an IGBT and its anti-parallel diode. Figure 7 As shown, the first bridge arm includes a switch tube Q 71 And the switch tube Q 71 The series switch tube Q 72 The second bridge arm includes the switch tube Q 73 And the switch tube Q 73 The series switch tube Q 74 The third bridge arm includes the switch tube Q 75 And the switch tube Q 75 The series switch tube Q 76 .

[0139] Different from Figure 3 A circuit diagram of a first vehicle is shown in Figure 7 The first end of the power battery 710 shown in FIG. 1 is the negative terminal, and the second end of the power battery 710 is the positive terminal. The first end of each bridge arm is connected to the first end of the power battery 710, and the second end of each bridge arm is connected to the second end of the power battery 710, that is, the switch tube Q 71 The collector of the switch tube Q 73 The collector and switch tube Q 75 The collector of the power battery 710 is connected to the positive terminal, and the switch tube Q 72 The emitter of the switch tube Q 74 The emitter and switch tube Q 76 The emitter of is connected to the negative terminal of the power battery 710. It can be seen that the first end of the first bridge arm is the switch tube Q 72 The emitter of the first bridge arm is the switch tube Q 71The collector of the second bridge arm is the switch tube Q 84 The emitter of the second bridge arm is the switch tube Q 73 The collector of the third bridge arm is the switch tube Q 76 The emitter of the third bridge arm is the switch tube Q 74 The collector.

[0140] And, the switch tube Q 71 The emitter and switch tube Q 72 The collector of the motor winding N is connected U7 One end of the switch tube Q 73 The emitter and switch tube Q 74 The collector coupling of the motor winding N V7 One end of the switch tube Q 27 The emitter and switch tube Q 76 The collector coupling of the motor winding N W7 One end.

[0141] The power distribution unit 713 includes a first switch unit, which is specifically implemented as a switch K 71 For example.

[0142] Different from Figure 3 A circuit diagram of a first vehicle is shown in Figure 7 The first charging interface of the charging interface 711 shown in FIG. 7 is a negative charging interface, and the second charging interface of the charging interface 711 is a positive charging interface. U1 The other end of the motor winding N V1 The other end of the motor winding N W1 The other end is connected through switch K 71 Connect the positive charging port.

[0143] In some feasible implementations, the powertrain further includes an inductor (not shown in the figure), which is connected to the first switch unit (ie, switch K 71 ) is connected in series between the other end of each motor winding and the positive charging interface of the charging interface 711. By implementing the embodiment of the present application, the inductance of the powertrain can be increased, thereby reducing the ripple of the output voltage of the powertrain.

[0144] Similarly, the power distribution unit 713 may further include a second switch unit, wherein the second switch unit may be connected between the power battery 710 and the powertrain 712 (not shown in the figure), or the second switch unit may be connected between the powertrain 712 and the charging interface 711 .

[0145] Taking the second switch unit as an example, the second switch unit can be connected between the powertrain 712 and the charging interface 711. Figure 7The switch K shown in 72 . Switch K 72 One end of the switch tube Q 72 The emitter of the switch tube Q 74 The emitter and switch tube Q 76 The emitter of switch K 72 Connect the other end of the charger to the negative charging port.

[0146] In the embodiment of the present application, the control unit may also obtain the voltage of the power battery 710 and obtain the voltage of the power battery of the second vehicle through the communication bus 3. When the voltage of the power battery 710 is greater than the voltage of the power battery of the second vehicle, the control unit controls the switch K 71 and switch K 72 Close, and control the on or off of each switch tube in the three bridge arms of the powertrain 712, so as to control the powertrain 712 to reduce the voltage of the power battery 710 to the first voltage, and output the first voltage between the positive charging interface and the negative charging interface, so as to realize the first vehicle charging the second vehicle.

[0147] Right now Figure 7 The circuit diagram of the first vehicle shown in FIG. 1 may also be used as shown in FIG. Figure 3 The switch control method described above is different in that the control unit controls the upper switch tube of each bridge arm to be turned on and the lower switch tube to be turned off, that is, the control unit controls the switch tube Q 71 , switch tube Q 73 And the switch tube Q 75 conduction, and control switch tube Q 72 , switch tube Q 74 And the switch tube Q 76 At this time, the power battery 710 is discharged.

[0148] The control unit controls the upper switch tube of each bridge arm to turn off, that is, the control unit controls the switch tube Q 71 , switch tube Q 73 And the switch tube Q 75 The lower switch tube of each bridge arm can be turned on or off. At this time, the motor winding continues to flow.

[0149] By implementing the embodiment of the present application, the powertrain can still realize the functions of a BUCK converter, by reusing the powertrain in the first vehicle to convert the voltage, and controlling each switch unit in the power distribution unit to transmit the voltage, thereby realizing V2V. By implementing the embodiment of the present application, V2V can be realized without an external voltage conversion module, which is low-cost and easy to use.

[0150] Optionally, in some feasible implementations, the power distribution unit 713 further includes a third switch unit, and the third switch unit is specifically implemented as a switch K 73 For example, switch K73 One end of the switch K is connected to the second end of each bridge arm. 73 The other end of the switch K is connected to the second charging interface of the charging interface 711. 73 One end of the switch tube Q is connected 71 The collector of the switch tube Q 73 The collector and switch tube Q 75 The collector of switch K 73 Connect the other end to the positive charging port.

[0151] At this time, the control unit can control the switch K to turn on when the voltage of the power battery 710 is lower than the voltage of the power battery of the second vehicle. 71 and switch K 72 The power assembly 712 reduces the voltage of the power battery 710 to a second voltage and outputs the second voltage between the positive charging interface and the negative charging interface.

[0152] Alternatively, the control unit may control the switch K to switch on when the voltage of the power battery 710 is lower than the voltage of the power battery of the second vehicle. 72 and switch K 73 The power assembly 712 is in a non-working state, that is, the two ends of the power battery 710 are directly connected to the positive charging interface and the negative charging interface respectively.

[0153] In general, Figure 7 The circuit diagram of the first vehicle shown in FIG. 1 can be implemented as follows Figure 3 The specific embodiments described may also have the following features: Figure 3 The beneficial effects described. Figure 7 The circuit diagram of the first vehicle shown in Figure 3 The difference of the circuit diagram of the first vehicle shown in Figure 7 The charging interface 711 is connected to the negative terminal (i.e., the negative bus) of the power battery 710 to obtain power. Figure 3 The charging interface 211 in the embodiment is used to draw power from the positive terminal (ie, the positive bus) of the power battery 210 .

[0154] Optionally, in some possible implementations, see Figure 8 , Figure 8 This is another circuit diagram of the first vehicle provided in the embodiment of the present application. Figure 8 As shown, in the first vehicle, a power assembly 812 , a power distribution unit 813 and a control unit (not shown in the figure) are provided between the power battery 810 and the charging interface 811 .

[0155] The powertrain 812 includes an MCU and a motor M8. The MCU includes three bridge arms and a controller (not shown in the figure). The motor M8 includes three motor windings corresponding to the three bridge arms (for example, motor winding N U8 、N V8 and N W8 ). Each bridge arm includes two switch units connected in series. For example, the switch unit is specifically implemented as an IGBT and its anti-parallel diode. Figure 8 As shown, the first bridge arm includes a switch tube Q 81 And the switch tube Q 81 The series switch tube Q 82 The second bridge arm includes the switch tube Q 83 And the switch tube Q 83 Switch tube in series 8 84 The third bridge arm includes the switch tube Q 85 And the switch tube Q 85 The series switch tube Q 86 .

[0156] Figure 8 The first end of the power battery 810 shown in FIG. 8 is the positive terminal, and the second end of the power battery 810 is the negative terminal. The first end of each bridge arm is connected to the first end of the power battery 810, and the second end of each bridge arm is connected to the second end of the power battery 810, that is, the switch tube Q 81 The collector of the switch tube Q 83 The collector and switch tube Q 85 The collector of the power battery 810 is connected to the positive terminal, and the switch tube Q 82 The emitter of the switch tube Q 84 The emitter and switch tube Q 86 The emitter of is connected to the negative terminal of the power battery 810. It can be seen that the first end of the first bridge arm is the switch tube Q 81 The collector of the first bridge arm is the switch tube Q 82 The first end of the second bridge arm is the switch tube Q 83 The collector of the second bridge arm is the switch tube Q 84 The first end of the third bridge arm is the switch tube Q 85 The collector of the third bridge arm is the switch tube Q 86 of the emitter.

[0157] And, the switch tube Q 81 The emitter and switch tube Q 82 The collector of the motor winding N is connected U8 One end of the switch tube Q 83 The emitter and switch tube Q 84 The collector coupling of the motor winding N V8One end of the switch tube Q 85 The emitter and switch tube Q 86 The collector coupling of the motor winding N W8 One end. Among them, the motor winding N U8 The other end of the motor winding N V8 The other end is connected to the motor winding N W8 The other end of the connection.

[0158] The power distribution unit 813 includes a first switch unit, which is specifically implemented as a switch K 81 For example.

[0159] at this time, Figure 8 The first charging interface 811 shown in the figure is a positive charging interface, and the second charging interface 811 is a negative charging interface.

[0160] Then the midpoint of the first bridge arm passes through switch K 81 Connect to the negative charging interface. The first bridge arm is any one of the three bridge arms. Figure 8 The switch tube Q 81 With the switch tube Q 82 Take the first bridge arm as an example, that is, the switch tube Q 81 The emitter and switch tube Q 82 The collector of 81 Connect the negative charging port.

[0161] It needs to be explained that the switch tube Q 83 With the switch tube Q 84 The bridge arm where the series connection is located can also be the first bridge arm (not shown in the figure), then there is a switch tube Q 83 The emitter and switch tube Q 84 The collector of Q is connected to the negative charging interface through the first switch unit. 85 With the switch tube Q 86 The bridge arm where the series connection is located is the first bridge arm (not shown in the figure), then there is a switch tube Q 85 The emitter and switch tube Q 86 The collector of is connected to the negative charging interface through the first switching unit.

[0162] The control unit obtains the voltage of the power battery 810 and obtains the voltage of the power battery of the second vehicle through the communication bus 4. When the voltage of the power battery 810 is greater than the voltage of the power battery of the second vehicle, the control unit controls the switch K 81The first vehicle charges the second vehicle at the first voltage.

[0163] Optionally, in some feasible implementations, the power distribution unit 813 further includes a second switch unit, wherein the second switch unit may be connected between the power battery 810 and the powertrain 812 (not shown in the figure), or the second switch unit may be connected between the powertrain 812 and the charging interface 811.

[0164] Taking the second switch unit as an example, the second switch unit can be connected between the powertrain 812 and the charging interface 811. Figure 8 The switch K shown in 82 . Switching tube Q 81 The collector of the switch tube Q 83 The collector and switch tube Q 85 The collector of 82 Connect the positive charging port.

[0165] Understandably, Figure 8 The circuit diagram of the first vehicle shown in the preceding text Figure 3 The difference of the circuit diagram of the first vehicle shown in Figure 8 The circuit diagram of the first vehicle shown in FIG. 1 specifically reuses two of the three bridge arms. Figure 3 Three bridge arms are reused, the inductance of the powertrain in the embodiment of the present application is large, and the ripple of the output voltage is small.

[0166] In a specific implementation, the first vehicle charges the second vehicle, that is, the power battery 810 outputs voltage to the charging interface, including a motor winding freewheeling stage and a power battery discharging stage.

[0167] Exemplarily, within the third preset time period, the control unit controls the upper switch tubes of the other bridge arms except the first bridge arm to be turned off and the lower switch tubes to be turned on, that is, the control unit controls the switch tube Q 8Q And the switch tube Q 85 Turn off and control the switch tube Q 84 And the switch tube Q 86 Turn on, switch tube Q 81 And the switch tube Q 82 In the default off state. At this time, the circuit state in the first vehicle is as follows Fig.9A As shown, the power battery 810 is discharged, and the discharge current flows from the positive electrode of the power battery 810 through the positive charging interface, the negative charging interface, and the switch K 82, motor winding N U8 After that, the current is split by the switch tube Q 84 Return to the negative electrode of the power battery 810, and the switch tube 4 86 Return to the negative electrode of the power battery 810. That is, the power battery 810 discharges and outputs a first voltage between the positive charging interface and the negative charging interface.

[0168] In the fourth preset time period, the control unit controls the lower switch tubes of the other bridge arms except the first bridge arm to be turned off, that is, the control unit controls the switch tube Q 84 And the switch tube Q 86 The upper switch tubes of the other bridge arms except the first bridge arm can be turned on or off. 81 And the switch tube Q 82 In the default off state. At this time, the circuit state in the first vehicle is as follows Fig. 9B As shown, the motor winding continues to flow, and the continue current of the motor winding passes through the continue current diode of the switch tube, the positive charging interface and the negative charging interface to form a closed loop, that is, the motor winding continues to flow, and the first voltage can still be output between the positive charging interface and the negative charging interface.

[0169] It can be seen that in the third preset time period and the fourth preset time period, the switch K 81 and switch K 82 closure.

[0170] In the embodiment of the present application, there is no need for an external voltage conversion module, and V2V can still be achieved by reusing the powertrain in the first vehicle, which is low-cost and has a small ripple in the output voltage of the powertrain, that is, the ripple of the charging voltage provided by the first vehicle to the second vehicle is small.

[0171] Optionally, in some feasible implementations, the power distribution unit 813 may further include a third switch unit, and the third switch unit is specifically implemented as a switch K 83 For example, switch K 83 One end of the switch K is connected to the second end of each bridge arm. 83 The other end of the switch K is connected to the second charging interface of the charging interface 811. 83 One end of the switch tube Q 82 The emitter of the switch tube Q 84 The emitter and switch tube Q 86 The emitter of switch K 83 Connect the other end of the charger to the negative charging port.

[0172] At this time, the control unit can control the switch K to turn on when the voltage of the power battery 810 is lower than the voltage of the power battery of the second vehicle. 81 and switch K 82The first bridge arm is closed, and the switch tubes in the other bridge arms except the first bridge arm are turned on or off to control the power assembly 812 to reduce the voltage of the power battery 810 to a second voltage, and output the second voltage between the positive charging interface and the negative charging interface. It can be understood that at this time, the circuit state in the first vehicle is still as Fig.9A and Fig. 9B In some feasible implementations, the voltage value of the first voltage is equal to the voltage value of the second voltage. That is, the control unit can adopt the same control method when the voltage of the power battery is greater than or less than the voltage of the power battery of the second vehicle, and the control method is simple.

[0173] Alternatively, the control unit may control the switch K to switch on when the voltage of the power battery 810 is lower than the voltage of the power battery of the second vehicle. 82 and switch K 83 The powertrain 812 is in an inoperative state, that is, the two ends of the power battery 810 are directly connected to the positive charging interface and the negative charging interface respectively. The circuit state in the first vehicle is as follows: Fig.10 At this time, the power assembly 812 does not transform the voltage of the power battery 810, and the voltage of the power battery 810 is output at the positive charging interface and the negative charging interface.

[0174] In some feasible implementations, the circuit diagram of charging the first vehicle and the second vehicle can be seen in Fig.11 , Fig.11 A circuit diagram of V2V charging provided in an embodiment of the present application. Fig.11 As shown, the circuit diagram of the first vehicle can refer to the above combined Figure 8 The description is not repeated here.

[0175] In the second vehicle 12B, a powertrain 922 and a power distribution unit 923 are provided between the power battery 920 and the charging interface 921 .

[0176] The powertrain 922 also includes three bridge arms and a motor M9. The motor M9 includes three motor windings corresponding to the three bridge arms (for example, motor windings N U9 、N V9 and N W9 ).like Fig.11 As shown, the switch tube Q 91 The collector of the switch tube Q 93 The collector and switch tube Q 95 The collector of the power battery 920 is connected to the positive terminal and the switch K 92 One end of the switch tube Q 92 The emitter of the switch tube Q 94 The emitter and switch tube Q96 The emitter of the power battery 920 is connected to the negative terminal and the switch K 93 And, the switch tube Q 91 The emitter and switch tube Q 92 The collector of the motor winding N is connected U9 One end and switch K 91 One end of the switch tube Q 93 The emitter and switch tube Q 94 The collector coupling of the motor winding N V9 One end of the switch tube Q 95 The emitter and switch tube Q 96 The collector coupling of the motor winding N W9 One end, motor winding N U9 The other end of the motor winding N V9 The other end is connected to the motor winding N W9 The other end of the connection.

[0177] Switch K 92 The other end is connected to the positive charging port of the charging port 921, and the switch K 91 The other end and switch K 93 The other end is connected to the negative charging interface of the charging interface 921.

[0178] At this time, the voltage used by the first vehicle to charge the second vehicle 12B is loaded between the positive charging interface and the negative charging interface of the charging interface 921, and the boost switch unit of the second vehicle 12B is switch K. 91 and switch K 92 The direct charging switch unit of the second vehicle 12B is switch K 92 and switch K 93 .

[0179] For example, when the voltage output between the positive charging interface and the negative charging interface of the charging interface 921 is within the direct charging voltage range of the power battery 920, the switch K 92 and switch K 93 When the voltage output between the positive charging interface and the negative charging interface of the charging interface 921 is outside the direct charging voltage range of the power battery 920, and the voltage output between the positive charging interface and the negative charging interface of the charging interface 921 is less than the voltage of the power battery 920, the switch K 91 and switch K 92 closure.

[0180] Optionally, in some feasible implementations, when the voltage of the power battery 810 is less than the voltage of the power battery 920 , the second vehicle 12B can charge the first vehicle, and the first vehicle serves as the charged vehicle.

[0181] In a specific implementation, the control unit may send a charging request of the first vehicle to the second vehicle 12B via the communication bus 4 , wherein the charging request of the first vehicle carries the identification of the first vehicle. The first vehicle has a boost module, and the identification of the first vehicle may be 1.

[0182] The communication bus 4 is connected to the communication bus 5, and the second vehicle 12B can obtain the charging request of the first vehicle through the communication bus 5 and respond to the charging request of the first vehicle. Exemplarily, the charging response of the second vehicle 12B carries the charging voltage provided by the second vehicle 12B to the first vehicle.

[0183] After receiving the reply from the second vehicle 12B via the communication bus 4 , the control unit compares the charging voltage provided by the second vehicle 12B to the first vehicle with the voltage of the power battery 810 .

[0184] When the charging voltage provided by the second vehicle 12B to the first vehicle is within the direct charging voltage range of the power battery 810, the control unit controls the switch K 82 and switch K 83 The circuit state of the first vehicle is the same as that of the first vehicle. Fig.10 The difference is that the direction of the current is opposite, and the second vehicle 12B charges the first vehicle.

[0185] Optionally, in some feasible implementations, the control unit may directly inform the second vehicle 12B of the voltage of the power battery of the first vehicle. Exemplarily, the control unit may send a charging request of the first vehicle to the second vehicle 12B via the communication bus 4, and the charging request of the first vehicle carries the voltage of the power battery of the first vehicle.

[0186] Among them, the communication bus 4 is connected to the communication bus 5, and the second vehicle 12B can obtain the charging request of the first vehicle through the communication bus 5. The second vehicle 12B can instruct the powertrain 922 to reduce the voltage of the power battery 920 to the direct charging voltage range of the power battery 810 of the first vehicle according to the voltage of the power battery 810 of the first vehicle. At this time, the second vehicle generates a charging response that can charge the first vehicle, and outputs the reduced voltage at the charging interface 921.

[0187] After the control unit receives the charging reply from the second vehicle 12B via the communication bus 4, the control unit controls the switch K 82 and switch K 83 The first vehicle 12B is directly charged by the second vehicle 12B.

[0188] Optionally, in some feasible implementations, when the charging voltage provided by the second vehicle 12B to the first vehicle is outside the direct charging voltage range of the power battery 810, and the charging voltage provided by the second vehicle 12B to the first vehicle is less than the voltage of the power battery 810, the control unit controls the switch K 81 and switch K 82 Closed, and control the on or off of each switch tube in the three bridge arms to control the powertrain 812 to boost the charging voltage provided by the second vehicle 12B to the first vehicle, that is, to realize the function of a BOOST converter.

[0189] At this time, the circuit state of the first vehicle is Fig.9A and Fig. 9B The difference between them is that the direction of the current is opposite. Similarly, the control of each bridge arm in the powertrain can refer to the existing BOOST control. For example, the control unit can control at least one of the three bridge arms, which can be one bridge arm or two bridge arms, so that the powertrain can achieve the boost function, and it is not necessary to control the three bridge arms at the same time.

[0190] In the embodiment of the present application, when the voltage of the power battery of the first vehicle is lower than the voltage of the power battery of the second vehicle, the second vehicle can charge the first vehicle, and the first vehicle serves as the charged vehicle.

[0191] Optionally, in some possible implementations, see Fig.12 , Fig.12 This is another circuit diagram of the first vehicle provided in the embodiment of the present application. Fig.12 As shown, in the first vehicle, a power assembly 1212 , a power distribution unit 1213 and a control unit (not shown in the figure) are provided between the power battery 1210 and the charging interface 1211 .

[0192] The powertrain 1212 includes an MCU and a motor M12. The MCU includes three bridge arms and a controller (not shown in the figure). The motor M12 includes three motor windings corresponding to the three bridge arms (for example, motor winding N U12 、N V12 and N W12 ). Each bridge arm includes two switch units connected in series. For example, the switch unit is specifically implemented as an IGBT and its anti-parallel diode. Fig.12 As shown, the first bridge arm includes a switch tube Q 121 And the switch tube Q 121 The series switch tube Q 122 The second bridge arm includes the switch tube Q 123 And the switch tube Q 123 The series switch tube Q 124 The third bridge arm includes the switch tube Q 125And the switch tube Q 125 The series switch tube Q 126 .

[0193] Different from Figure 8 A circuit diagram of a first vehicle is shown in Fig.12 The first end of the power battery 1210 shown in FIG. 1 is the negative terminal, and the second end of the power battery 1210 is the positive terminal. The first end of each bridge arm is connected to the first end of the power battery 1210, and the second end of each bridge arm is connected to the second end of the power battery 1210, that is, the switch tube Q 121 The collector of the switch tube Q 123 The collector and switch tube Q 125 The collector of the power battery 1210 is connected to the positive terminal, and the switch tube Q 122 The emitter of the switch tube Q 124 The emitter and switch tube Q 126 The emitter of is connected to the negative terminal of the power battery 1210. It can be seen that the first end of the first bridge arm is the switch tube Q 122 The emitter of the first bridge arm is the switch tube Q 121 The collector of the second bridge arm is the switch tube Q 124 The emitter of the second bridge arm is the switch tube Q 123 The collector of the third bridge arm is the switch tube Q 126 The emitter of the third bridge arm is the switch tube Q 124 The collector.

[0194] And, the switch tube Q 121 The emitter and switch tube Q 122 The collector of the motor winding N is connected U12 One end of the switch tube Q 123 The emitter and switch tube Q 124 The collector coupling of the motor winding N V12 One end of the switch tube Q 212 The emitter and switch tube Q 126 The collector coupling of the motor winding N W12 One end.

[0195] The power distribution unit 1213 includes a first switch unit, which is specifically implemented as a switch K 121 For example.

[0196] Different from Figure 8 A circuit diagram of a first vehicle is shown in Fig.12 The first charging interface of the charging interface 1211 shown in FIG. 1 is a negative charging interface, and the second charging interface of the charging interface 1211 is a positive charging interface. 121 The emitter and switch tube Q122 The collector of 121 Connect the positive charging port.

[0197] Optionally, in some feasible implementations, the power distribution unit 1213 may further include a second switch unit, wherein the second switch unit may be connected between the power battery 1210 and the powertrain 1212 (not shown in the figure), or the second switch unit may be connected between the powertrain 1212 and the charging interface 1211.

[0198] Taking the second switch unit as an example, the second switch unit can be connected between the powertrain 1212 and the charging interface 1211. Fig.12 The switch K shown in 122 . Switching tube Q 122 The emitter of the switch tube Q 124 The emitter and switch tube Q 126 The emitter of 122 Connect the negative charging port.

[0199] In the embodiment of the present application, the control unit may also obtain the voltage of the power battery 1210 and obtain the voltage of the power battery of the second vehicle through the communication bus 6. When the voltage of the power battery 1210 is greater than the voltage of the power battery of the second vehicle, the control unit controls the switch K 121 and switch K 122 Close, and control the on or off of each switch tube in the three bridge arms of the powertrain 1212, so as to control the powertrain 1212 to reduce the voltage of the power battery 1210 to the first voltage, and output the first voltage between the positive charging interface and the negative charging interface, so as to realize the first vehicle charging the second vehicle.

[0200] Right now Fig.12 The circuit diagram of the first vehicle shown in FIG. 1 may also be used as shown in FIG. Figure 8 The switch control method described above is different in that the control unit controls the upper switch tube of each bridge arm to be turned on and the lower switch tube to be turned off, that is, the control unit controls the switch tube Q 121 , switch tube Q 123 And the switch tube Q 125 conduction, and control switch tube Q 122 , switch tube Q 124 And the switch tube Q 126 At this time, the power battery 1210 is discharged.

[0201] The control unit controls the upper switch tube of each bridge arm to turn off, that is, the control unit controls the switch tube Q 121 , switch tube Q 123 And the switch tube Q 125The lower switch tube of each bridge arm can be turned on or off. At this time, the motor winding continues to flow.

[0202] By implementing the embodiment of the present application, the powertrain and the motor winding can still realize the functions of a BUCK converter, by reusing the powertrain in the first vehicle to convert the voltage, and controlling each switch unit in the power distribution unit to transmit the voltage, thereby realizing V2V. By implementing the embodiment of the present application, V2V can be realized without an external voltage conversion module, which is low-cost and easy to use.

[0203] Optionally, in some feasible implementations, the power distribution unit 1213 further includes a third switch unit, and the third switch unit is specifically implemented as a switch K 123 For example, switch K 123 One end of the switch K is connected to the second end of each bridge arm. 123 The other end of the switch K is connected to the second charging interface of the charging interface 1211. 123 One end of the switch tube Q is connected 121 The collector of the switch tube Q 123 The collector and switch tube Q 125 The collector of switch K 123 Connect the other end to the positive charging port.

[0204] At this time, the control unit can control the switch K to turn on when the voltage of the power battery 1210 is lower than the voltage of the power battery of the second vehicle. 121 and switch K 122 The power assembly 1210 reduces the voltage of the power battery 1210 to a second voltage and outputs the second voltage between the positive charging interface and the negative charging interface.

[0205] Alternatively, the control unit may control the switch K to switch on when the voltage of the power battery 1210 is lower than the voltage of the power battery of the second vehicle. 122 and switch K 123 The power assembly 1212 is in a non-working state, that is, the two ends of the power battery 1210 are directly connected to the positive charging interface and the negative charging interface respectively.

[0206] In general, Fig.12 The circuit diagram of the first vehicle shown in FIG. 1 can be implemented as follows Figure 8 The specific embodiments described may also have the following features: Figure 8 The beneficial effects described. Fig.12 The circuit diagram of the first vehicle shown in Figure 8 The difference of the circuit diagram of the first vehicle shown in Fig.12The charging interface 1211 is connected to the negative terminal (i.e., the negative bus) of the power battery 1210 to obtain power. Figure 3 The charging interface 211 in the embodiment is used to draw power from the positive terminal (ie, the positive bus) of the power battery 210 .

[0207] It should be noted that the above terms “first” and “second” are only used for descriptive purposes and should not be understood as indicating or implying relative importance.

[0208] The above is only a specific embodiment of the present invention, but the protection scope of the present invention is not limited thereto. Any person skilled in the art can easily think of changes or substitutions within the technical scope disclosed by the present invention, which should be included in the protection scope of the present invention. Therefore, the protection scope of the present invention should be based on the protection scope of the claims.

Claims

1. A power supply module, characterized in that: The power supply module is arranged between the power battery of the first vehicle and the charging interface of the first vehicle, the charging interface of the first vehicle is used to connect to the second vehicle, and the charging interface of the first vehicle includes a first charging interface and a second charging interface; The power supply module includes a powertrain, a power distribution unit and a control unit; wherein: The powertrain includes a motor controller and a motor, the motor controller includes three bridge arms, the three bridge arms are used to connect three motor windings of the motor, and two ends of the three bridge arms are respectively used to connect two ends of a power battery of the first vehicle; The power distribution unit includes a first switch unit and a second switch unit, the neutral point of the three motor windings of the motor is connected to the second charging interface through the first switch unit, and one of the two ends of the three bridge arms is also used to connect to the first charging interface through the second switch unit; The control unit is used to control the power supply module to step down the output voltage of the power battery of the first vehicle and then charge the power battery of the second vehicle through the charging interface. The control unit is specifically used to: In a first preset time period in each switching cycle of the lower switch tube of each of the three bridge arms, the upper switch tube of each of the three bridge arms is controlled to be turned off and the lower switch tube is turned on, or the upper switch tube of each of the three bridge arms is controlled to be turned on and the lower switch tube is turned off, so that the power battery of the first vehicle charges the three motor windings and outputs a first voltage to the charging interface; Within a second preset time period within each switching cycle of the lower switch tube of each of the three bridge arms, the upper switch tube and the lower switch tube of each of the three bridge arms are controlled to be turned off, so that the three motor windings output the first voltage to the charging interface.

2. The power supply module according to claim 1, characterized in that: The voltage value of the first voltage is within the direct charging voltage range of the power battery of the second vehicle; The control unit is further configured to send first charging information to the second vehicle, wherein the first charging information carries a voltage value of the first voltage; The first charging information is used to instruct the second vehicle to close a direct charging switch unit in the second vehicle.

3. The power supply module according to claim 2, characterized in that: The power distribution unit further includes a third switch unit; The other end of the two ends of the three bridge arms except the one end is also connected to the second charging interface of the first vehicle through the third switch unit; The control unit is further used to control the second switch unit and the third switch unit to be closed, or control the first switch unit and the second switch unit to be closed when the voltage of the power battery of the first vehicle is lower than the voltage of the power battery of the second vehicle.

4. The power supply module according to claim 3, characterized in that: When the second switch unit and the third switch unit are closed, the power assembly is in a non-operating state; when the first switch unit and the second switch unit are closed, the power assembly is used to reduce the voltage of the power battery of the first vehicle to a second voltage; The control unit is also used to send third charging information to the second vehicle, where the third charging information carries the voltage of the power battery of the first vehicle or the voltage value of the second voltage; the third charging information is used to instruct the second vehicle to close the boost switch unit in the second vehicle.

5. The power supply module according to claim 4, characterized in that: The control unit is further configured to send third charging information to the second vehicle, specifically comprising: The control unit is further configured to receive a charging request from the second vehicle, where the charging request from the second vehicle carries an identifier of the second vehicle; The control unit is further configured to send the third charging information to the second vehicle when the identifier of the second vehicle is a target identifier.

6. The power supply module according to claim 3, characterized in that: The control unit is further configured to send a charging request of the first vehicle to the second vehicle, wherein the charging request of the first vehicle carries an identification of the first vehicle; The control unit is further configured to control the first switch unit and the second switch unit to be closed, or control the second switch unit and the third switch unit to be closed, when receiving a charging reply from the second vehicle; The charging response of the second vehicle carries the charging voltage provided by the second vehicle to the first vehicle.

7. The power supply module according to claim 6, characterized in that: The controlling the first switch unit and the second switch unit to be closed, or controlling the second switch unit and the third switch unit to be closed, specifically includes: When the charging voltage provided by the second vehicle to the first vehicle is within the direct charging voltage range of the power battery of the first vehicle, the control unit is further used to control the second switch unit and the third switch unit to be closed, and the powertrain is in a non-working state; When the charging voltage provided by the second vehicle to the first vehicle is outside the direct charging voltage range of the power battery of the first vehicle, and the charging voltage provided by the second vehicle to the first vehicle is lower than the voltage of the power battery of the first vehicle, the control unit is also used to control the first switch unit and the second switch unit to close, and the powertrain is used to boost the charging voltage provided by the second vehicle and then provide it to the power battery of the first vehicle.

8. The power supply module according to claim 3, characterized in that: The control unit is further configured to send a charging request of the first vehicle to the second vehicle, wherein the charging request of the first vehicle carries a voltage of a power battery of the first vehicle; The control unit is further configured to control the second switch unit and the third switch unit to close upon receiving a charging reply from the second vehicle.

9. The power supply module according to any one of claims 1 to 8, wherein the power assembly further comprises an inductor; The inductor and the first switch unit are connected in series between a neutral point of three motor windings of the motor and a second charging interface of the first vehicle.

10. A power supply control method for vehicle mutual charging, characterized in that: The power supply control method is applicable to a power supply module, which is arranged between a power battery of a first vehicle and a charging interface of the first vehicle, and the charging interface of the first vehicle is used to connect a second vehicle; the charging interface of the first vehicle includes a first charging interface and a second charging interface; the power supply module includes a powertrain, a power distribution unit and a control unit; wherein, The powertrain includes a motor controller and a motor, the motor controller includes three bridge arms, the three bridge arms are used to connect three motor windings of the motor, and two ends of the three bridge arms are respectively used to connect two ends of a power battery of the first vehicle; The power distribution unit includes a first switch unit and a second switch unit, the neutral point of the three motor windings of the motor is connected to the second charging interface through the first switch unit, and one of the two ends of the three bridge arms is also used to connect to the first charging interface through the second switch unit; The power supply control method comprises: In a first preset time period in each switching cycle of the lower switch tube of each of the three bridge arms, the upper switch tube of each of the three bridge arms is controlled to be turned off and the lower switch tube is turned on, or the upper switch tube of each of the three bridge arms is controlled to be turned on and the lower switch tube is turned off, so that the power battery of the first vehicle charges the three motor windings and outputs a first voltage to the charging interface, so as to step down the output voltage of the power battery of the first vehicle and charge the power battery of the second vehicle through the charging interface; Within a second preset time period within each switching cycle of the lower switch tube of each of the three bridge arms, the upper switch tube and the lower switch tube of each of the three bridge arms are controlled to be turned off, so that the three motor windings output the first voltage to the charging interface, so as to step down the output voltage of the power battery of the first vehicle and charge the power battery of the second vehicle through the charging interface.

11. The power supply control method according to claim 10, characterized in that: The method further comprises: receiving a charging request from the second vehicle, where the charging request from the second vehicle carries an identifier of the second vehicle; In a case where the identifier of the second vehicle is a target identifier, charging information is sent to the second vehicle, where the charging information is used to instruct the second vehicle to close a direct charging switch unit in the second vehicle.

12. The power supply control method according to any one of claims 10 to 11, characterized in that: The power distribution unit further includes a third switch unit; the other end of the two ends of the three bridge arms except the one end is also connected to the second charging interface of the first vehicle through the third switch unit; The power supply control method further includes: sending a charging request of the first vehicle to the second vehicle; When a charging reply of the second vehicle is received, the first switch unit and the second switch unit are controlled to be closed, or the second switch unit and the third switch unit are controlled to be closed.

13. A vehicle, characterized in that: The vehicle comprises a power battery, a charging interface and a power supply module as described in any one of claims 1 to 9; wherein the power supply module is arranged between the power battery and the charging interface.

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