Charging system for electric vehicles

Abstract

The present application belongs to the field of new energy vehicles, and particularly relates to a charging system of an electric vehicle. The present application utilizes idle / unused AC charging wire bundles to increase the current-carrying cross-sectional area of the charging bus and the current-carrying capacity of the charging bus without increasing the current-carrying cross-sectional area of the DC charging wire bundle, which is beneficial to increase the fast charging current / power, shorten the charging time, reduce the heat generation, reduce the temperature rise of the charging bus, and reduce the weight and cost. On the other hand, compared with the DC charging wire bundle with the same wire diameter, the charging bus formed by the DC charging wire bundle and the AC charging wire bundle has a larger heat dissipation surface area and a higher heat dissipation efficiency, which is beneficial to reduce the temperature rise of the cable.

Description

Technical Field

[0001] This invention belongs to the field of new energy vehicles, and specifically relates to a charging system for electric vehicles. Background Technology

[0002] To meet users' demands for shorter driving range and shorter charging time in electric vehicles, the technology increases battery capacity and charging rate, resulting in a significant increase in charging current. For example, a 60kWh battery pack with a 400V voltage platform can have a capacity of 150Ah and a charging current of 150A at a charging rate of 1C; a 72kWh battery pack with the same voltage platform can have a capacity of 180Ah and a charging current of 216A at a charging rate of 1.2C. Increasing the battery capacity extends the driving range of electric vehicles. Increasing the charging rate from 1C to 1.2C can shorten the charging time from 30% SOC to 80% SOC by 5 minutes. However, increasing the charging current from 150A to 216A requires the DC charging harness's current-carrying cross-sectional area to increase from 50mm² to 70mm². (Although technically 60mm² also meets the current-carrying capacity requirements, standard cables have selectable cross-sectional areas of 35 / 50 / 70 / 95mm², making custom non-standard cables impractical). This increased cross-sectional area leads to insufficient installation space and increased costs. Current technologies can use conductors with lower resistivity instead of copper to increase the cable's current-carrying capacity, such as using "superconducting wire," which significantly increases cable costs. Other solutions involve actively cooling the cable to reduce its temperature rise, thereby increasing the current per unit cross-sectional area.

[0003] In existing technologies, increasing the current-carrying cross-sectional area of ​​the DC charging harness from 50mm² to 70mm² requires a redesign of the charging components. The increased harness diameter and bending radius affect the layout space, potentially leading to design changes in other components. The harness length also needs to be increased, resulting in a significant cost increase. Using "superconducting wires," where precious metals like gold, silver, and platinum replace copper, significantly increases cable costs. Active cooling solutions present challenges: active air cooling introduces noise issues, and the air duct layout requires considerable space. Active liquid cooling necessitates additional liquid cooling pipes, heat exchangers, and thermally conductive materials. In short, cooling increases system complexity and the number of components, further increasing the cost of electric vehicles and reducing system reliability. Summary of the Invention

[0004] To address the aforementioned problems, this invention proposes a charging system that, without increasing the current-carrying cross-sectional area of ​​the DC charging harness, utilizes idle / unused AC charging harnesses during the DC charging process. By connecting a portion of the AC charging harnesses and DC charging harnesses in parallel to jointly carry the power, the current-carrying cross-sectional area of ​​the charging bus is increased, thereby increasing the current-carrying capacity of the charging bus. This is beneficial for improving fast charging current / power and shortening charging time. Simultaneously, it reduces heat generation, lowers the temperature rise of the charging bus, and reduces weight and cost. Furthermore, the charging bus formed by combining multiple independent DC and AC charging harnesses in parallel increases the heat dissipation surface area of ​​the cable compared to a DC charging harness of the same wire diameter, increasing heat dissipation efficiency and helping to reduce cable temperature rise. The specific technical solution is as follows:

[0005] A charging system for an electric vehicle comprises a battery pack, a distribution box, a charging module, a charger, and cables. The charging module integrates or has a built-in AC charging socket and a DC charging socket. The AC charging socket is electrically connected to the charger via a first high-voltage wiring harness. The DC charging socket is electrically connected to the distribution box via a second high-voltage wiring harness. The charger is electrically connected to the distribution box via a third high-voltage wiring harness. The distribution box is electrically connected to the battery pack via a fourth high-voltage wiring harness. The battery pack, distribution box, charging module, and charger establish signal interaction or communication with each other via communication wiring harnesses or wireless communication.

[0006] Furthermore, the charging module is equipped with a relay to electrically connect the first high-voltage harness and the second high-voltage harness while simultaneously disconnecting the first high-voltage harness from the AC charging socket; the charger is equipped with a relay to directly electrically connect the first high-voltage harness to the third high-voltage harness; and the distribution box is equipped with a relay to electrically connect the second high-voltage harness to the fourth high-voltage harness.

[0007] During high-current DC charging, the first high-voltage harness and the third high-voltage harness are connected in series and then in parallel with the second high-voltage harness to form a charging bus. The current-carrying cross-sectional area of ​​the charging bus is larger than that of the second high-voltage harness, which increases the current-carrying capacity of the charging bus and helps to improve the fast charging current / power and shorten the charging time.

[0008] Furthermore, the DC charging socket achieves energy transfer during the charging process through DC+ and DC-; DC+ or DC- connects to wires with a current-carrying cross-sectional area of ​​35mm², 50mm², or 70mm².

[0009] Furthermore, the AC charging socket is single-phase or three-phase. The single-phase AC charging socket transmits 220V AC power to the charger through L1 and N, while L2 and L3 are in an unused / closed state. The three-phase AC charging socket transmits 380V three-phase AC power to the charger through L1, L2, L3 and N. L1, L2, L3 and N are connected to wires with a current-carrying cross-sectional area of ​​at least 6mm².

[0010] Furthermore, the charging module is equipped with a first relay and a second relay. The first relay and the second relay are respectively equipped with a stationary terminal, a first contact, and a second contact. The first relay and the second relay function as single-pole double-throw switches. The first contact of the first relay is electrically connected to the terminal N of the AC charging socket, and the second contact of the first relay is electrically connected to the DC+ terminal of the DC charging socket. The stationary terminal of the first relay is electrically connected to the N-pole wire harness. The first contact of the second relay is electrically connected to the terminal L1 of the AC charging socket, and the second contact of the second relay is electrically connected to the DC- terminal of the DC charging socket. The stationary terminal of the second relay is electrically connected to the L1-pole wire harness. The N-pole wire harness and the L1-pole wire harness constitute the first high-voltage wire harness.

[0011] The charger contains a rectifier module, a third relay, and a fourth relay. The rectifier module rectifies the input AC power into DC power output. The third and fourth relays each have a stationary terminal, a first contact, and a second contact, functioning as single-pole double-throw switches. The stationary terminal of the third relay connects to the N-pole harness, the first contact connects to the N-pole of the rectifier module, and the second contact connects to the positive-pole harness of the rectifier module. The stationary terminal of the fourth relay connects to the L1-pole harness, the first contact connects to the L1-pole of the rectifier module, and the second contact connects to the negative-pole harness of the rectifier module. The positive and negative harnesses together form the third high-voltage harness.

[0012] The DC+ harness connects to the DC+ terminal of the DC charging socket, and the DC- harness connects to the DC- terminal of the DC charging socket. The distribution box is equipped with a fast-charging positive relay and a fast-charging negative relay. The DC+ harness and the positive bus are connected through the fast-charging positive relay. When the fast-charging positive relay is open, the DC+ harness and the positive bus are electrically disconnected. When the fast-charging positive relay is closed, the DC+ harness and the positive bus are electrically connected. The DC- harness and the negative bus are connected through the fast-charging negative relay. When the fast-charging negative relay is open, the DC- harness and the negative bus are electrically disconnected. When the fast-charging negative relay is closed, the DC- harness and the negative bus are electrically connected. The positive bus is electrically connected to the positive terminal of the battery pack, and the negative bus is electrically connected to the negative terminal of the battery pack.

[0013] Furthermore, during AC charging, the first relay is connected to the first contact, the second relay is connected to the first contact, the third relay is connected to the first contact, and the fourth relay is connected to the first contact, while the fast charging positive relay and the fast charging negative relay are both disconnected. The 220V AC power input from the AC charging socket is input to the rectifier module through the first high-voltage harness, and the DC power output from the rectifier module is input to the battery pack through the third high-voltage harness, the distribution box, and the fourth high-voltage harness in sequence. At this time, the fast charging positive relay and the fast charging negative relay are both disconnected, and the DC+ and DC- terminals of the DC charging socket are not energized.

[0014] Furthermore, during DC charging, the first relay is connected to the second contact, the second relay is connected to the second contact, the third relay is connected to the second contact, and the fourth relay is connected to the second contact, while the fast charging positive relay and the fast charging negative relay are both in the closed state; the DC power input from the DC charging socket is divided into two branches and converged to the distribution box; one branch passes through the second high-voltage harness and the fast charging positive relay and the fast charging negative relay in sequence to the busbar inside the distribution box, and the other branch passes through the first high-voltage harness, the charger, and the third high-voltage harness in sequence to the busbar inside the distribution box.

[0015] The beneficial effects of this invention are as follows:

[0016] (1) The DC charging process utilizes the parallel connection of the AC charging harness and the DC charging harness to increase the current-carrying cross-sectional area of ​​the charging bus, which can improve the transmission current / power of DC charging and help shorten the charging time.

[0017] (2) Parallel AC charging harnesses increase the heat transfer path and heat dissipation area, which helps to reduce the temperature rise of the harness and improve the current conduction capacity per unit cross-sectional area.

[0018] (3) Make full use of the current carrying capacity of AC charging harnesses, avoid increasing the wire diameter of DC charging harnesses to avoid increasing costs and weight, and avoid encroaching on the layout space due to the increased bending radius of the harnesses;

[0019] (4) Typically, due to the limited space of the vehicle layout, the power distribution box and the charger are arranged close together, while the charger is far away from the battery pack. In this context, the third high-voltage harness can be significantly shorter than the existing slow-charging DC output harness, and the fourth high-voltage harness is reused to deliver the DC power output by the charger to the battery pack, thereby saving costs. Attached Figure Description

[0020] Figure 1 This is a schematic diagram of the charging system of the present invention;

[0021] Figure 2 A schematic diagram of the structure of a standard AC / DC charging socket;

[0022] Figure 3 Electrical schematic diagram of an embodiment of the charging system;

[0023] Figure 4 A schematic diagram showing the AC charging status;

[0024] Figure 5 This is a schematic diagram of the DC charging state.

[0025] Figure 6 A schematic diagram of a US standard charging socket;

[0026] Figure 7 A schematic diagram of a European standard charging socket;

[0027] Figure label:

[0028] 1-Battery pack; 11-First high-voltage wiring harness; 12-Second high-voltage wiring harness; 13-Third high-voltage wiring harness; 14-Fourth high-voltage wiring harness; 2-Power distribution box; 21-Fast charging positive relay; 22-Fast charging negative relay; 3-Charging module; 31-AC charging socket; 32-DC charging socket; 33-First relay; 34-Second relay; 4-Charger; 41-Rectifier module; 42-Third relay; 43-Fourth relay. Implementation

[0029] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0030] like Figure 1 As shown, the charging system comprises a battery pack 1, a power distribution box 2, a charging module 3, a charger 4, and cables. The charging module integrates / builds upon an AC charging socket 31 and a DC charging socket 32. The AC charging socket 31 is electrically connected to the charger 4 via a first high-voltage wiring harness 11; the DC charging socket 32 ​​is electrically connected to the power distribution box 2 via a second high-voltage wiring harness 12; the charger 4 is electrically connected to the power distribution box 2 via a third high-voltage wiring harness 13; and the power distribution box 2 is electrically connected to the battery pack 1 via a fourth high-voltage wiring harness 14. The battery pack 1, power distribution box 2, charging module 3, and charger 4 can establish signal interaction / communication through communication harnesses / wireless communication, etc.

[0031] Figure 2 The diagram illustrates the structure and interface functions of AC charging socket 31 and DC charging socket 32. The DC charging socket transmits energy during the charging process via DC+ and DC-, typically connected to conductors with current-carrying cross-sectional areas of 35mm², 50mm², or 70mm². AC charging sockets are available in single-phase and three-phase types. Single-phase AC charging sockets transmit 220V AC power to the charger via L1 and N, while L2 and L3 are in an unused / closed state. Three-phase AC charging sockets transmit 380V three-phase AC power to the charger via L1, L2, L3, and N. Typically, L1, L2, L3, and N are connected to conductors with a current-carrying cross-sectional area of ​​6mm² or a larger diameter.

[0032] Figure 3Taking a single-direction AC charging socket 31 as an example, the electrical connection state of the charging system is illustrated. The charging module 3 is equipped with a first relay 33 and a second relay 34. The first relay 33 and the second relay 34 are respectively equipped with a stationary terminal, a first contact, and a second contact. The first relay 33 and the second relay 34 function as single-pole double-throw switches, meaning that the stationary terminal can switch between two states: connecting to the first contact and connecting to the second contact. These two states are mutually exclusive / interlocked. The first contact of the first relay 33 is electrically connected to terminal N of the AC charging socket, and the second contact of the first relay 33 is electrically connected to DC+ of the DC charging socket. The stationary terminal of the first relay is electrically connected to the N-pole wiring harness. The first contact of the second relay 34 is electrically connected to terminal L1 of the AC charging socket, and the second contact of the second relay 34 is electrically connected to DC- of the DC charging socket. The stationary terminal of the second relay is electrically connected to the L1-pole wiring harness. The N-pole wiring harness and the L1-pole wiring harness constitute the first high-voltage wiring harness.

[0033] The charger 4 contains a rectifier module 41, a third relay 42, and a fourth relay 43. The rectifier module 41 rectifies the input AC power into DC power output. The third relay 42 and the fourth relay 43 each have a stationary terminal, a first contact, and a second contact. The third relay 42 and the fourth relay 43 function as single-pole double-throw switches, meaning the stationary terminal can switch between being connected to the first contact and being connected to the second contact. These two states are mutually exclusive / interlocked. It can be understood that when the stationary terminal is connected to the first contact, it must be disconnected from the second contact, and vice versa. There is no situation where the stationary terminal is simultaneously connected to both the first and second contacts. The stationary terminal of the third relay 42 is connected to the N-pole wiring harness, the first contact of the third relay 42 is connected to the N-pole of the rectifier module, and the second contact of the third relay 42 is connected to the positive terminal wiring harness of the rectifier module. The stationary terminal of the fourth relay 43 is connected to the L1 pole harness, the first contact of the third relay 42 is connected to the L1 pole of the rectifier module, and the second contact of the third relay 42 is connected to the negative pole harness of the rectifier module. The positive and negative pole harnesses together constitute the third high-voltage harness 13.

[0034] The DC+ wiring harness connects to the DC+ terminal of the DC charging socket 32, and the DC- wiring harness connects to the DC- terminal of the DC charging socket. Distribution box 2 is equipped with a fast-charging positive relay 21 and a fast-charging negative relay 22. Distribution box 2 may also include fuses, control modules, etc. The DC+ wiring harness and the positive busbar are connected via the fast-charging positive relay 21. When the fast-charging positive relay 21 is open, the DC+ wiring harness and the positive busbar are electrically disconnected; when the fast-charging positive relay 21 is closed, the DC+ wiring harness and the positive busbar are electrically connected. The DC- wiring harness and the negative busbar are connected via the fast-charging negative relay 22. When the fast-charging negative relay 22 is open, the DC- wiring harness and the negative busbar are electrically disconnected; when the fast-charging negative relay 22 is closed, the DC- wiring harness and the negative busbar are electrically connected. The positive busbar is electrically connected to the positive terminal of the battery pack, and the negative busbar is electrically connected to the negative terminal of the battery pack.

[0035] The control modules of battery pack 1, power distribution box 2, charging module 3, and charger 4 can establish signal interaction / communication through communication harnesses / wireless communication, etc., to realize the coordinated control of the first relay 33, the second relay 34, the third relay 42, the fourth relay 43, the fast charging positive relay 21, and the fast charging negative relay 22, and realize the state switching of different charging modes.

[0036] Figure 4 In the AC charging circuit state, the first relay 33 is connected to the first contact, the second relay 34 is connected to the first contact, the third relay 42 is connected to the first contact, and the fourth relay 43 is connected to the first contact. The fast-charging positive relay 21 and the fast-charging negative relay 22 are both in the off state. The 220V AC power input to the AC charging socket 31 is input to the rectifier module through the first high-voltage harness 11. The DC power output from the rectifier module 41 is input to the battery pack 1 through the third high-voltage harness 13, the distribution box 2, and the fourth high-voltage harness 14. At this time, the fast-charging positive relay 21 and the fast-charging negative relay 22 are both in the off state, and the DC+ and DC- terminals of the DC charging socket are not energized. The components and their states are shown in the table below:

[0037]

[0038] Figure 5In the DC charging circuit state, the first relay 33 is connected to the second contact, the second relay 34 is connected to the second contact, the third relay 42 is connected to the second contact, and the fourth relay 43 is connected to the second contact. The fast-charging positive relay 21 and the fast-charging negative relay 22 are both closed. The AC charging port is not energized during DC charging. The DC power input to the DC charging socket 32 ​​is routed through two branches to the distribution box 2. One branch passes through the second high-voltage harness 12, the fast-charging positive relay 21, and the fast-charging negative relay 22 before being delivered to the busbar inside the distribution box 2. The other branch passes through the first high-voltage harness 11, the charger 4 (bypassing the rectifier module), and the third high-voltage harness 13 before being delivered to the busbar inside the distribution box 2. The components and their states are shown in the table below.

[0039]

[0040] In one embodiment, the second high-voltage harness has a current-carrying cross-sectional area of ​​50 mm², and the first high-voltage harness 11 and the third high-voltage harness 13 each have a current-carrying cross-sectional area of ​​6 mm². The first high-voltage harness 11 and the third high-voltage harness 13 are connected in series and then connected in parallel with the second high-voltage harness 12, so that the DC charging socket 32 ​​to the distribution box 2 section has a current-carrying cross-sectional area of ​​56 mm² during the DC charging process, thereby increasing the current-carrying capacity of the charging bus, which is beneficial to improving the fast charging current / power and shortening the charging time. Typically, a 50mm² current-carrying cross-sectional area wiring harness can safely and continuously carry a current of 150A~180A. When the continuous charging current of battery pack 1 increases to 216A, a 70mm² current-carrying cross-sectional area wiring harness is required, which significantly increases cost, weight, and space requirements. A compromise, a 60mm² current-carrying cross-sectional area wiring harness, is not a mass-produced standard product. A 50mm² DC charging harness connected in parallel with a 6mm² harness can carry a continuous current of 216A, thanks to both the increased current-carrying cross-sectional area and the increased heat dissipation surface area. A 70mm² current-carrying cross-sectional area wiring harness is comparatively expensive.

[0041] Figure 6 The American standard charging socket (commonly referred to as CCS1) structure and interface definition is defined by the SAE J1772 standard. Similarly, its N-terminal harness and DC- in parallel can increase the current-carrying cross-sectional area, and the L-terminal harness and DC+ in parallel can also increase the current-carrying cross-sectional area, which is beneficial to improve the fast charging current / power and shorten the charging time.

[0042] Figure 7The structure and interface definition of the European standard charging socket (commonly referred to as CCS2) as defined by IEC 62196 can similarly increase the current carrying area by connecting the N-pole harness and DC+ in parallel, and the L-pole harness and DC- in parallel; or further, the N-pole harness, L3 harness and DC+ in parallel to increase the current carrying area, and the L-pole harness, L2 harness and DC- in parallel to increase the current carrying area; the above are beneficial to improving the fast charging current / power and shortening the charging time.

[0043] The preferred embodiments of this patent have been described in detail above. However, this patent is not limited to the above embodiments. Within the scope of knowledge possessed by those skilled in the art, various changes can be made without departing from the spirit of this patent.

Claims

1. A charging system for an electric vehicle, characterized in that: It consists of a battery pack, a power distribution box, a charging module, a charger, and cables; the charging module integrates or has a built-in AC charging socket and a DC charging socket, the AC charging socket is electrically connected to the charger via a first high-voltage wiring harness; the DC charging socket is electrically connected to the power distribution box via a second high-voltage wiring harness. The charger and the distribution box are electrically connected via a third high-voltage wiring harness. The distribution box and the battery pack are electrically connected via a fourth high-voltage wiring harness. The battery pack, power distribution box, charging module, and charger establish signal interaction or communication through communication harnesses or wireless communication; The charging module is equipped with a relay to electrically connect the first high-voltage harness and the second high-voltage harness, and at the same time disconnect the first high-voltage harness from the AC charging socket; the charger is equipped with a relay to electrically connect the first high-voltage harness directly to the third high-voltage harness; the distribution box is equipped with a relay to electrically connect the second high-voltage harness and the fourth high-voltage harness. The charging module is equipped with a first relay and a second relay. The first relay and the second relay are respectively equipped with a stationary terminal, a first contact, and a second contact. The first relay and the second relay function as a single-pole double-throw switch. The first contact of the first relay is electrically connected to the terminal N of the AC charging socket, and the second contact of the first relay is electrically connected to the DC+ terminal of the DC charging socket. The stationary terminal of the first relay is electrically connected to the N pole wire harness. The first contact of the second relay is electrically connected to the terminal L1 of the AC charging socket, and the second contact of the second relay is electrically connected to the DC- terminal of the DC charging socket. The stationary terminal of the second relay is electrically connected to the L1 pole wire harness. The N pole wire harness and the L1 pole wire harness constitute the first high-voltage wire harness. The charger contains a rectifier module, a third relay, and a fourth relay. The rectifier module rectifies the input AC power into DC power output. The third and fourth relays are respectively equipped with a stationary terminal, a first contact, and a second contact, and function as single-pole double-throw switches. The stationary terminal of the third relay is connected to the N-pole harness, the first contact of the third relay is connected to the N-pole of the rectifier module, and the second contact of the third relay is connected to the positive-pole harness of the rectifier module. The stationary terminal of the fourth relay is connected to the L1-pole harness, the first contact of the third relay is connected to the L1-pole of the rectifier module, and the second contact of the third relay is connected to the negative-pole harness of the rectifier module. The positive and negative harnesses together constitute the third high-voltage harness. The DC+ harness connects to the DC+ terminal of the DC charging socket, and the DC- harness connects to the DC- terminal of the DC charging socket. The distribution box is equipped with a fast-charging positive relay and a fast-charging negative relay. The DC+ harness and the positive bus are connected through the fast-charging positive relay. When the fast-charging positive relay is open, the DC+ harness and the positive bus are electrically disconnected. When the fast-charging positive relay is closed, the DC+ harness and the positive bus are electrically connected. The DC- harness and the negative bus are connected through the fast-charging negative relay. When the fast-charging negative relay is open, the DC- harness and the negative bus are electrically disconnected. When the fast-charging negative relay is closed, the DC- harness and the negative bus are electrically connected. The positive bus is electrically connected to the positive terminal of the battery pack, and the negative bus is electrically connected to the negative terminal of the battery pack.

2. The charging system for an electric vehicle according to claim 1, characterized in that: The DC charging socket transmits energy during the charging process via DC+ and DC-; DC+ or DC- connects to wires with a current-carrying cross-sectional area of ​​35mm², 50mm², or 70mm².

3. The charging system for an electric vehicle according to claim 1, characterized in that: The AC charging socket is single-phase or three-phase. The single-phase AC charging socket transmits 220V AC power to the charger through L1 and N, while L2 and L3 are in an unused / closed state. The three-phase AC charging socket transmits 380V three-phase AC power to the charger through L1, L2, L3 and N. L1, L2, L3 and N are connected to wires with a current-carrying cross-sectional area of ​​at least 6mm².

4. The charging system for an electric vehicle according to claim 1, characterized in that: During AC charging, the first relay is connected to the first contact, the second relay is connected to the first contact, the third relay is connected to the first contact, and the fourth relay is connected to the first contact, while the fast charging positive relay and the fast charging negative relay are both in the open state; the 220V AC power input from the AC charging socket is input to the rectifier module through the first high-voltage harness, and the DC power output from the rectifier module is input to the battery pack through the third high-voltage harness, the distribution box, and the fourth high-voltage harness in sequence; At this time, both the fast charging positive relay and the fast charging negative relay are in the off state, and the DC+ and DC- terminals of the DC charging socket are not energized.

5. The charging system for an electric vehicle according to claim 1, characterized in that: During DC charging, the first relay is connected to the second contact, the second relay is connected to the second contact, the third relay is connected to the second contact, and the fourth relay is connected to the second contact. The fast charging positive relay and the fast charging negative relay are both closed. The DC power input from the DC charging socket is divided into two branches and fed into the distribution box. One branch passes through the second high-voltage harness and the fast charging positive relay and the fast charging negative relay in sequence to the busbar inside the distribution box. The other branch passes through the first high-voltage harness, the charger, and the third high-voltage harness in sequence to the busbar inside the distribution box.

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