Vehicle charging system and vehicle

Abstract

The present application relates to the field of vehicle charging, and more specifically, to a vehicle charging system and a vehicle. The vehicle charging system includes: a charging port; an onboard battery pack including a first battery and a second battery connected in series; an electric drive module including a motor and an inverter for driving the motor, wherein the inverter is connected in parallel with the onboard battery pack, and the neutral point of the motor is connected to a control module; and the control module is configured to: select a direct charging mode or a boost charging mode based on whether the input voltage at the charging port is suitable for directly charging the onboard battery pack; and in the boost charging mode, connect the input voltage across the first battery and use the electric drive system to balance the charge state of the first battery and the second battery so that the first battery and the second battery have equal charging currents.

Description

Technical Field

[0001] The present application relates to the field of vehicle charging, and in particular, to a vehicle charging system and a vehicle. Background Art

[0002] Currently, the main high-voltage system platform for electric vehicles on the market is DC 400V. As related technologies and the industrial chain mature, the next generation of high-voltage system platforms for electric vehicles may gradually evolve to DC 800V or higher voltage levels in order to achieve higher efficiency and a faster charging experience. However, mainstream DC charging facilities have voltages of 500V, 750V, 1000V, etc. Among them, 500V / 750V charging equipment cannot directly charge the power battery of the 800V platform or cannot fully charge the power battery. Therefore, it is necessary to add a corresponding voltage conversion device inside the electric vehicle to increase the DC 500V / 750V charging voltage before charging the power battery, so as to achieve compatibility between the vehicle and existing 500V / 750V charging equipment.

[0003] Currently, there are two main solutions for solving the voltage conversion problem within electric vehicles. One is to add additional voltage conversion equipment. While this solution is technically mature, it requires high-power components, resulting in a relatively large and heavy component. This increases vehicle production costs while also hindering vehicle space layout and lightweighting. The other solution is to reuse the vehicle's motor and motor drive system. This solution achieves voltage conversion while significantly reducing vehicle production costs and weight, optimizing vehicle space layout.

[0004] However, in the second solution, the charging station is not directly connected to the vehicle battery, but rather through the electric drive system. This requires the addition of an input capacitor to the input side of the charging interface. On the one hand, because the charging interface input side needs to be compatible with both low- and high-input voltage charging stations, the capacitor must be selected and designed with high-voltage specifications, which increases the cost and size of the input-side capacitor. On the other hand, regardless of whether the motor drive system is used for charging, the battery charging process will generate a high voltage of at least 400 to 800V in the capacitor. After charging is completed, if the charge stored in the capacitor by the high voltage is not quickly and forcefully discharged, there is a risk of electric shock to the technician or operator.

[0005] In view of this, an improved charging system is needed. Summary of the Invention

[0006] To solve or at least alleviate one or more of the above problems, the following technical solutions are provided: Embodiments of the present application provide a vehicle charging system and vehicle that can reuse an electric drive module for boost charging while avoiding the use of input-side capacitors, thereby saving system costs.

[0007] According to a first aspect of the present application, a vehicle charging system is provided, comprising: a charging port; an on-board battery pack comprising a first battery and a second battery connected in series; an electric drive module comprising a motor and an inverter for driving the motor, wherein the inverter is connected in parallel with the on-board battery pack and the neutral point of the motor is connected to a control module; a control module configured to: select to enter a direct charging mode or a boost charging mode according to whether the input voltage at the charging port is suitable for directly charging the on-board battery pack; and in the boost charging mode, connect the input voltage across the two ends of the first battery, and use the electric drive module to perform charge state balancing control on the first battery and the second battery so that the first battery and the second battery have equal charging currents.

[0008] As an alternative or supplement to the above solution, in a vehicle charging system according to an embodiment of the present invention, the control module is further configured to: if the input voltage is greater than or equal to the required charging voltage of the vehicle battery pack, cause the vehicle charging system to enter a direct charging mode and connect the input voltage across the vehicle battery pack; and if the input voltage is less than the required charging voltage of the vehicle battery pack, cause the vehicle charging system to enter a boost charging mode.

[0009] As an alternative or supplement to the above solution, in a vehicle charging system according to one embodiment of the present invention, the control module includes a first switch, which is a single-pole double-throw switch, the fixed end of the first switch is connected to the positive pole of the charging port, and the active end of the first switch is connected to the positive pole of the second battery or the midpoint of the vehicle battery pack.

[0010] As an alternative or supplement to the above solution, in a vehicle charging system according to an embodiment of the present invention, the control module also includes a second switch, a first end of the second switch is connected to the midpoint of the vehicle battery pack, and a second end of the second switch is connected to the neutral point of the motor.

[0011] As an alternative or supplement to the above scheme, in a vehicle charging system according to an embodiment of the present invention, in the direct charging mode, the active end of the first switch is connected to the positive electrode of the second battery and the second switch is disconnected; in the boost charging mode, the active end of the first switch is connected to the midpoint of the vehicle battery pack and the second switch is closed.

[0012] As an alternative or supplement to the above solution, in a vehicle charging system according to an embodiment of the present invention, the vehicle charging system further includes a current sensor to obtain a first charging current of the first battery and a second charging current of the second battery in real time.

[0013] As an alternative or supplement to the above solution, in a vehicle charging system according to an embodiment of the present invention, using the electric drive module to perform charge state balancing control on the first battery and the second battery includes: receiving a first charging current of the first battery and a second charging current of the second battery; and controlling the on or off state of each power switching element in the inverter based on a comparison relationship between the first charging current and the second charging current, so that the first charging current and the second charging current are half of the input current at the charging port.

[0014] As an alternative or supplement to the above scheme, in a vehicle charging system according to an embodiment of the present invention, the control module is further configured to: determine a heating current for heating the vehicle battery pack based on a target heating power; control the on or off state of each power switching element in the inverter so that the AC current at the neutral point of the motor is equal to the heating current, thereby utilizing the internal resistance of the vehicle battery pack to heat the vehicle battery pack.

[0015] As an alternative or supplement to the above solution, in a vehicle charging system according to an embodiment of the present invention, the first heating current flowing through the first battery and the second heating current flowing through the second battery are half of the heating current at the neutral point of the motor.

[0016] As an alternative or supplement to the above solution, in a vehicle charging system according to an embodiment of the present invention, the control module is further configured to: if the input voltage is less than the charging requirement voltage of the vehicle battery pack and the input voltage is greater than the initial voltage of the vehicle battery pack, then the vehicle charging system enters the direct charging mode; and when the real-time voltage of the vehicle battery pack after DC charging is equal to the input voltage, the vehicle charging system is switched from the direct charging mode to the boost charging mode.

[0017] As an alternative or supplement to the above solution, in a vehicle charging system according to an embodiment of the present invention, the required charging voltages of the first battery and the second battery are both 200V or 400V.

[0018] According to a second aspect of the present invention, a vehicle is provided. The vehicle includes any one of the vehicle charging systems according to the first aspect of the present invention.

[0019] The vehicle charging solution according to one or more embodiments of the present invention can directly connect a charging station to the vehicle battery. By splitting the vehicle battery into a first battery and a second battery and connecting the input voltage across only the first battery in boost charging mode, the use of input-side capacitors is avoided, thereby saving system costs. In addition, the vehicle charging solution according to one or more embodiments of the present invention utilizes the electric drive module to balance the state of charge (SOC) of the first and second batteries in boost charging mode. While reusing the boost charging function of the electric drive module, half of the charging energy is transferred to the second battery in real time, ensuring that the split battery pack has consistent power. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] The above and other objects and advantages of the present application will become more fully apparent from the following detailed description taken in conjunction with the accompanying drawings, wherein the same or similar elements are denoted by the same reference numerals.

[0021] Figure 1 A schematic block diagram of a vehicle charging system 10 according to one or more embodiments of the present application is shown; and

[0022] Figure 2 A schematic diagram of a vehicle charging system 20 is shown according to one or more embodiments of the present application. DETAILED DESCRIPTION

[0023] The description of the following specific embodiments is merely exemplary in nature and is not intended to limit the disclosed technology or the application and use of the disclosed technology. In addition, there is no intention to be bound by any express or implied theory presented in the foregoing technical field, background technology or the following specific embodiments.

[0024] Terms such as "comprising" and "including" indicate that in addition to the units and steps directly and explicitly stated in the specification, the technical solution of the present invention does not exclude the situation where there are other units and steps that are not directly or explicitly stated. Terms such as "first" and "second" do not indicate the order of units in terms of time, space, size, etc., but are only used to distinguish between the units. It should be understood that the technology disclosed in the present invention is generally used in electric vehicles, which include but are not limited to pure electric vehicles (BEVs), hybrid electric vehicles (HEVs), fuel cell vehicles (FCEVs), etc.

[0025] Hereinafter, various exemplary embodiments according to the present application will be described in detail with reference to the accompanying drawings.

[0026] Reference below Figure 1 , Figure 1 FIG. 1 shows a schematic block diagram of a vehicle charging system 10 according to one or more embodiments of the present application. Figure 1As shown, the vehicle charging system 10 includes a charging port 110 , a vehicle battery pack 120 , an electric drive module 130 and a control module 140 . Figure 1 Also shown is a bus capacitor C1 connected in parallel with the vehicle battery pack 120 to assist the vehicle battery pack 120 in outputting a stable voltage.

[0027] The charging port 110 can be provided on the side of the vehicle body or on the bottom of the vehicle, so that when the charging plug of the charging pile is connected to the charging port 110, the power in the charging pile is used to charge the vehicle battery pack 120. For example, the charging pile can provide a DC input voltage of 500V, 750V, or 1000V through the charging port 110.

[0028] The on-board battery pack 120 includes a plurality of batteries connected in series, including a first battery 121 and a second battery 122. Exemplarily, the required charging voltage of the on-board battery pack 120 is 400V or 800V, wherein the required charging voltages of the first battery 121 and the second battery 122 are both 200V or 400V. It should be noted that although the on-board battery pack 120 is shown as including the first battery 121 and the second battery 122 in the following embodiments, the present invention does not exclude the possibility of dividing the on-board battery pack 120 into more than two batteries. For example, the on-board battery pack 120 may further include a third battery connected in series with the first battery 121 and the second battery 122.

[0029] The electric drive module 130 includes a motor M and an inverter for driving the motor. Exemplarily, the motor is a three-phase motor and the inverter is a three-phase inverter. Specifically, the three-phase inverter includes a first power switch element, a second power switch element, a third power switch element, a fourth power switch element, a fifth power switch, and a sixth power switch. The input ends of the first, third, and fifth power switches are connected together to form a first end of the three-phase inverter. The output ends of the second, fourth, and sixth power switches are connected together to form a second end of the three-phase inverter. The first phase coil of the three-phase motor is connected to the output end of the first power switch element and the input end of the fourth power switch element. The second phase coil of the three-phase motor is connected to the output end of the third power switch element and the input end of the sixth power switch element. The third phase coil of the three-phase motor is connected to the output end of the fifth power switch element and the input end of the second power switch element. The inverter is connected in parallel with the vehicle battery pack 120 , that is, a first terminal of the inverter is connected to the positive terminal of the vehicle battery pack 120 , and a second terminal of the inverter is connected to the negative terminal of the vehicle battery pack 120 . The neutral point of the motor is connected to the control module 140 .

[0030] The control module 140 is connected to the positive terminal of the charging port 110 and is configured to select whether to enter the direct charging mode or the boost charging mode based on whether the input voltage Vin at the charging port 110 is suitable for directly charging the vehicle battery pack 120. As described above, the charging port 110 is typically capable of providing a DC input voltage Vin of 500V, 750V, or 1000V, while the required charging voltage of the vehicle battery pack 120 is typically 400V or 800V. It will be appreciated that when the input voltage Vin at the charging port 110 is suitable for directly charging the vehicle battery pack 120, the vehicle charging system 10 can enter the direct charging mode; if the input voltage Vin at the charging port 110 is not suitable for directly charging the vehicle battery pack 120, the vehicle charging system 10 can enter the boost charging mode.

[0031] Alternatively, the determination of whether the vehicle battery pack 120 is suitable for direct charging can be made based on a comparison between the input voltage and the required charging voltage of the vehicle battery pack. Exemplarily, the control module 140 is further configured to: if the input voltage is greater than or equal to the required charging voltage of the vehicle battery pack 120 (e.g., Vin is 1000V and the required charging voltage of the vehicle battery pack 120 is 800V), then the vehicle charging system 10 enters a direct charging mode and connects the input voltage across the vehicle battery pack 120; if the input voltage is less than the required charging voltage of the vehicle battery pack 120 (e.g., Vin is 500V and the required charging voltage of the vehicle battery pack 120 is 800V), then the vehicle charging system 10 enters a boost charging mode.

[0032] Optionally, the control module 140 is further configured to: if the input voltage is less than the required charging voltage of the vehicle battery pack 120 and the input voltage is greater than the initial voltage of the vehicle battery pack 120, then the vehicle charging system 10 enters the direct charging mode; and when the real-time voltage of the vehicle battery pack 120 after DC charging equals the input voltage, the vehicle charging system 10 switches from the direct charging mode to the boost charging mode. For example, when a charging station with an input voltage Vin of 750V is connected to a vehicle battery pack 120 with a required charging voltage (i.e., rated voltage) of 800V, if the vehicle battery pack 120 is at a low state of charge (SOC) and its real-time voltage is 600V, the vehicle charging system 10 may first enter the direct charging mode and then switch to the boost charging mode when the real-time voltage of the vehicle battery pack 120 reaches 750V, thereby improving the charging efficiency of the vehicle charging system 10.

[0033] The control module 140 may include one or more switching elements. By controlling the opening or closing of one or more switching elements, the selection or switching between the direct charging mode and the boost charging mode can be achieved. Optionally, the control module 140 includes a first switch. Exemplarily, the first switch is a single-pole double-throw switch, whose fixed end is connected to the positive pole of the charging port 110, and whose movable end is connected to the positive pole of the second battery 122 or the midpoint of the vehicle battery pack. Exemplarily, the first switch can also be two interlocking switching elements. Optionally, the control module 140 also includes a second switch, whose first end is connected to the midpoint of the vehicle battery pack 120, and whose second end is connected to the neutral point of the motor. The midpoint of the vehicle battery pack 120 refers to any point on the line between the positive pole of the first battery 121 and the negative pole of the second battery 122.

[0034] In this manner, when the vehicle charging system 10 enters direct charging mode, the active terminal of the first switch is connected to the positive terminal of the second battery 122, and the second switch is disconnected. At this point, the charging port 110 is directly connected across the vehicle battery pack 120, and the input voltage Vin directly charges the entire vehicle battery pack 120 (i.e., the first battery 121 and the second battery 122).

[0035] When the vehicle charging system 10 enters boost charging mode, the active terminal of the first switch is connected to the midpoint of the vehicle battery pack 120, and the second switch is closed. At this point, the charging port 110 is directly connected across the first battery 121. The input current from the charging port 110 flows through the neutral point of the motor into the electric drive module 130, enabling boost charging and state-of-charge balancing control.

[0036] In boost charging mode, the electric drive module 140 is configured to perform SOC balancing control on the first battery 121 and the second battery 122. SOC balancing control refers to ensuring that the first battery 121 and the second battery 122 have the same charging voltage. This can be achieved by controlling the on / off state of each power switch element in the inverter so that the first battery 121 and the second battery 122 have equal real-time charging current.

[0037] For example, when entering boost charging mode, the control module 140 first controls the first, third, and fifth power switching elements of the inverter to be in the off state, and the second, fourth, and sixth power switching elements to be in the on state, so as to use the input current Iin flowing through the neutral point of the motor to charge the inductor in the motor. Next, the control module 140 may maintain the first, third, and fifth power switching elements of the inverter in the off state, and disconnect the second, fourth, and sixth power switching elements. At this time, the energy in the inductor of the motor is transferred to the second battery 122 through the freewheeling diodes in the first, third, and fifth power switching elements, thereby charging the second battery 122.

[0038] To ensure that the first and second batteries 121, 122 have the same charging voltage, the vehicle charging system 10 may further include a current sensor to obtain, in real time, a first charging current flowing through the first battery 121 and a second charging current flowing through the second battery 122. The control module 140 may be configured to: in boost charging mode, receive the first charging current of the first battery 121 and the second charging current of the second battery 121; and, based on a comparison between the first and second charging currents, control the on / off state of each power switch in the inverter so that the first and second charging currents are equal to half the input current Iin at the charging port 110. For example, when it is detected that the first charging current of the first battery 121 is greater than the second charging current of the second battery 121, the control module 140 may extend the on-time of the second, fourth, and sixth power switches; otherwise, the control module 140 may shorten the on-time of the second, fourth, and sixth power switches. By adjusting the magnitudes of the first charging current and the second charging current in real time, the electric drive module 130 can achieve SOC balancing control for the first battery 121 and the second battery 122, so that the first battery 121 and the second battery 122 have the same charging voltage (i.e., equal to the input voltage Vin) and have the same charging current (i.e., equal to half of the input current Iin).

[0039] It should be noted that in existing boost charging solutions, charging piles are not directly connected to the vehicle battery, but are connected to the vehicle battery through the electric drive system, and an input side capacitor needs to be added to the input side of the charging interface. The input side capacitor is used to "trick" the charging pile into thinking that it can charge the vehicle battery. If the pre-charging fails, the vehicle battery cannot be charged normally. In addition, the input side capacitor in the existing solution generally bears all external charging voltages. Regardless of whether the drive system is used for boost charging, the input side capacitor needs to be forced to discharge after charging is completed. Compared with the prior art, the vehicle charging system 10 according to the present invention can directly connect the charging pile to the vehicle battery pack, and by splitting the vehicle battery into a first battery and a second battery, and only connecting the input voltage across the first battery in the boost charging mode, the use of input side capacitors is avoided, thereby saving system costs. In addition, since there is no need for pre-charging processing and forced discharge after charging, on the one hand, the charging process can be simplified, and on the other hand, the possibility of subsequent battery charging being unable to proceed due to the inability to pre-charge the input capacitor is avoided.

[0040] It should be further explained that electric vehicle power batteries are more sensitive to temperature when charging. When the battery temperature is low, the battery needs to be heated before charging. There are many solutions for battery heating on the market, for example, using a car heater (PTC) to heat the battery. The boost charging solutions commonly used in the market for reused electric drive systems do not have the ability to simultaneously realize the battery heating function. In this regard, according to one or more embodiments of the present invention, the reused electric drive system can be used to simultaneously realize the battery heating function, and boost charging can be performed while heating the battery, thereby further improving the charging efficiency.

[0041] Specifically, the control module 140 can be further configured to: determine the heating current for heating the vehicle battery pack based on the target heating power; control the on or off state of each power switch element in the inverter so that the AC current at the neutral point of the motor is equal to the heating current, thereby utilizing the internal resistance of the vehicle battery pack 120 to heat it. Exemplarily, the control module 140 can calculate the size of the heating current based on the battery characteristics (e.g., real-time temperature) of the vehicle battery pack 120 and / or the received target heating power. By controlling the on or off state of each power switch element in the inverter, the AC current I having the calculated heating current size superimposed thereon can be made at the neutral point of the motor. AC The AC current I AC flows into the first battery 121 and the second battery 122, wherein the first heating current I flowing through the first battery 121 1,AC The amplitude of the second heating current I flowing through the second battery 2,AC The amplitudes are all the heating current I at the neutral point of the motor ACThe first heating current I 1,AC and the second heating current I 2,AC Losses are generated in the internal resistance of the battery, thereby heating the battery. It should be noted here that since DC current and AC current are naturally decoupled, although both reuse the electric drive module 130, charging and battery heating can be set according to demand and can be carried out at the same time. The charging current is DC current and the battery heating current is AC current. The two can be decoupled and controlled. In addition, it should be noted that in some embodiments of the vehicle charging system 10, the two ends of the second switch connected to the neutral point of the motor only need to withstand half the voltage of the battery pack, without having to withstand the voltage of the entire battery pack, thereby reducing the requirements for hardware volume and specifications and saving system costs.

[0042] Continue to refer Figure 2 , Figure 2 A schematic diagram of a vehicle charging system 20 is shown according to one or more embodiments of the present application.

[0043] like Figure 2 As shown, in the vehicle charging system 20, the onboard battery pack 220 includes a first battery 221 and a second battery 222 connected in series. The fixed end of the first switch K1 is connected to the positive terminal of the charging port 210, and the movable end of the first switch K1 is connected to the positive terminal of the second battery 222 or the midpoint of the onboard battery pack (i.e., the midpoint between the first battery 221 and the second battery 222). The first end of the second switch K2 is connected to the midpoint of the onboard battery pack 120, and its second end is connected to the neutral point N of the motor 240. The two ends of the second switch K2 only withstand half the voltage of the battery pack. The inverter 230 is connected in parallel with the onboard battery pack 220, that is, the first end of the inverter 230 is connected to the positive terminal of the onboard battery pack 220, and the second end of the inverter 230 is connected to the negative terminal of the onboard battery pack 220. Figure 2 Also shown is a bus capacitor C1 connected in parallel with the vehicle battery pack 220 to assist the vehicle battery pack 220 in outputting a stable voltage.

[0044] For the description of the functions of the charging port 210, the on-board battery pack 220, the first battery 221, the second battery 222, the first switch K1, the second switch K2, the inverter 230, and the motor 240, reference can be made to the above-mentioned specific descriptions of the charging port 110, the on-board battery pack 120, the first battery 121, the second battery 122, the first switch, the second switch, the inverter, and the motor. The relevant contents are cited here and will not be repeated here due to space limitations.

[0045] According to another aspect of the present application, a vehicle is provided, comprising any one of the vehicle charging systems described above. The vehicle may be an electric vehicle, including but not limited to a battery electric vehicle (BEV), a hybrid electric vehicle (HEV), or a fuel cell electric vehicle (FCEV).

[0046] The embodiments and examples set forth herein are provided to best illustrate embodiments according to the present invention and its specific applications, and thereby enable those skilled in the art to make and use the invention. However, those skilled in the art will appreciate that the above description and examples are provided for ease of illustration and example only. The descriptions set forth are not intended to encompass all aspects of the invention or to limit the invention to the precise forms disclosed.

Claims

1. A vehicle charging system, characterized in that: The vehicle charging system comprises: Charging port; an on-vehicle battery pack including a first battery and a second battery connected in series; An electric drive module comprising a motor and an inverter for driving the motor, wherein the inverter is connected in parallel with the on-board battery pack, and a neutral point of the motor is connected to a control module; A control module configured to: Selecting to enter a direct charging mode or a boost charging mode according to whether the input voltage at the charging port is suitable for directly charging the vehicle battery pack; and In the boost charging mode, the input voltage is connected across the first battery, and the electric drive module is used to perform charge state balancing control on the first battery and the second battery so that the first battery and the second battery have equal charging currents.

2. The vehicle charging system according to claim 1, wherein: The control module is further configured to: If the input voltage is greater than or equal to the required charging voltage of the vehicle battery pack, the vehicle charging system enters a direct charging mode and connects the input voltage across the vehicle battery pack; as well as If the input voltage is lower than the required charging voltage of the vehicle battery pack, the vehicle charging system enters a boost charging mode.

3. The vehicle charging system according to claim 1, wherein: The control module includes a first switch, which is a single-pole double-throw switch. The fixed end of the first switch is connected to the positive pole of the charging port, and the active end of the first switch is connected to the positive pole of the second battery or the midpoint of the vehicle battery pack.

4. The vehicle charging system according to claim 3, wherein: The control module further includes a second switch, wherein a first end of the second switch is connected to a midpoint of the vehicle battery pack, and a second end of the second switch is connected to a neutral point of the motor.

5. The vehicle charging system according to claim 4, wherein: In the direct charging mode, the active end of the first switch is connected to the positive terminal of the second battery and the second switch is disconnected; In the boost charging mode, the active end of the first switch is connected to the midpoint of the vehicle battery pack and the second switch is closed.

6. The vehicle charging system according to claim 1, wherein: The vehicle charging system further includes a current sensor to obtain a first charging current of the first battery and a second charging current of the second battery in real time.

7. The vehicle charging system according to claim 1, wherein: Using the electric drive module to perform charge state balancing control on the first battery and the second battery includes: receiving a first charging current of the first battery and a second charging current of the second battery; According to the comparison relationship between the first charging current and the second charging current, the on or off state of each power switch element in the inverter is controlled so that the first charging current and the second charging current are half of the input current at the charging port.

8. The vehicle charging system according to claim 1, wherein: The control module is further configured to: determining a heating current for heating the vehicle battery pack based on a target heating power; The on / off state of each power switch element in the inverter is controlled so that the AC current at the neutral point of the motor is equal to the heating current, thereby heating the vehicle battery pack by utilizing the internal resistance of the vehicle battery pack.

9. The vehicle charging system according to claim 1, wherein: A first heating current flowing through the first battery and a second heating current flowing through the second battery are half of the heating current at the neutral point of the motor.

10. The vehicle charging system according to claim 1, wherein: The control module is further configured to: If the input voltage is less than the required charging voltage of the vehicle battery pack and the input voltage is greater than the initial voltage of the vehicle battery pack, causing the vehicle charging system to enter the direct charging mode; and When the real-time voltage of the vehicle battery pack after DC charging is equal to the input voltage, the vehicle charging system is switched from the direct charging mode to the boost charging mode.

11. The vehicle charging system according to claim 1, wherein: The required charging voltages of the first battery and the second battery are both 200V or 400V.

12. A vehicle, characterized in that: The vehicle comprises the vehicle charging system according to any one of claims 1-11.

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