Power control system and vehicle

Abstract

The present application provides a power control system and a vehicle, belonging to the field of vehicle technology. The power control system includes a motor module, a dual-switch correction module, a rectifier module, and a control module. The control module is connected to the motor module, the dual-switch correction module, the rectifier module, and the charging terminal. The control module obtains current information from the charging terminal and controls the power control system to operate in a first operating mode or a second operating mode based on the current information. In the first operating mode, the motor module is disconnected from the branch where the charging terminal is located, and the high-voltage battery outputs voltage to the motor module. In the second operating mode, the motor module is connected to the branch where the charging terminal is located, the motor module and the dual-switch correction module form a power factor correction circuit, and the charging terminal outputs voltage to the high-voltage battery. The system can realize charging and driving, reduces manufacturing costs, and reduces its occupied area in the vehicle, thereby reducing the vehicle's volume and improving the vehicle's power density level.

Description

Technical Field

[0001] The present application relates to the field of vehicle technology, and more particularly, to a power control system and a vehicle. Background Art

[0002] New energy vehicles are generally equipped with power batteries. When the vehicle is in driving mode, the power battery provides power for the vehicle to enable normal operation of the vehicle; when the vehicle is in charging mode, an off-board charging system or an on-board charger is used to charge the power battery.

[0003] However, the driving system and charging system corresponding to the driving mode and charging mode in the related art are two systems that operate independently of each other, occupying a large volume in the vehicle, resulting in a larger vehicle weight and higher production costs. Summary of the Invention

[0004] The present application provides a power control system and a vehicle, aiming to solve the problem that the drive system and the charging system corresponding to the drive mode and the charging mode are two independently operated systems, which occupy a large volume in the vehicle, resulting in a large vehicle weight and high production cost.

[0005] In a first aspect, a power control system is provided, including a motor module, a dual-switch correction module, a rectifier module and a control module; the dual-switch correction module is connected to the motor module and the charging terminal; the rectifier module is connected to the dual-switch correction module and the high-voltage battery; the control module is connected to the motor module, the dual-switch correction module, the rectifier module and the charging terminal, and the control module is used to obtain current information of the charging terminal, and control the power control system to operate in a first working mode or a second working mode based on the current information; wherein, in the first working mode, the control module controls the motor module to be disconnected from the branch where the charging terminal is located, the dual-switch correction module and the rectifier module are bypassed, and the high-voltage battery outputs voltage to the motor module; in the second working mode, the control module controls the motor module to be connected to the branch where the charging terminal is located, the motor module and the dual-switch correction module form a power factor correction circuit, the rectifier module works, and the charging terminal outputs voltage to the high-voltage battery via the motor module, the dual-switch correction module and the rectifier module.

[0006] In the above technical solution, the present application provides a control module that can obtain the current information of the charging terminal in real time to determine the operating mode of the power control system based on the current information, and accordingly adjust the on-off state of the branch where the motor module and the charging terminal are located, as well as the operating state of the rectifier module. That is, the present application can realize charging and driving based on a set of power control systems, without the need to set up an independently operating drive system and charging system, thereby reducing the production cost and reducing the area occupied by the power control system in the vehicle, thereby reducing the volume of the vehicle and reducing the weight of the vehicle, thereby improving the power density level, efficiency and performance of the vehicle. Secondly, in the second working mode, the PFC circuit formed by the motor module and the dual-switch correction module can adjust the input current provided by the charging terminal so that the input current is in phase with the input voltage, thereby correcting the power factor to reduce the loss of reactive power, thereby improving the overall efficiency of the power control system. The PFC circuit can also reduce the harmonic components in the input current provided by the charging terminal to reduce the loss of the power grid, thereby improving the charging reliability of the high-voltage battery and the overall power utilization rate.

[0007] In combination with the first aspect, in some possible implementations, the motor module includes a drive motor, a motor control unit, and a first switch unit; the motor control unit is connected to one end of the drive motor and the dual-switch correction module; the first end of the first switch unit is connected to the other end of the drive motor, the second end of the first switch unit is connected to the dual-switch correction module and the charging terminal, and the controlled end of the first switch unit is connected to the control module.

[0008] In the above technical solution, the control module realizes precise control of the on-off state of the branch where the drive motor and the charging terminal are located by controlling the on-off state of the first switch unit, and the control safety and flexibility are high.

[0009] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, the first switch unit includes multiple single-pole double-throw switches, the first ends of the multiple single-pole double-throw switches are respectively connected to the other end of the drive motor, the second ends of the multiple single-pole double-throw switches are respectively connected to the charging terminal and the dual-switch correction module, the third ends of the multiple single-pole double-throw switches are respectively connected to each other to form a first common node, and the controlled ends of the multiple single-pole double-throw switches are respectively connected to the control module; wherein, in the first working mode, the control module controls the first end of the single-pole double-throw switch to be connected to the third end of the single-pole double-throw switch; in the second working mode, the control module controls the first end of the single-pole double-throw switch to be connected to the second end of the single-pole double-throw switch.

[0010] In the above technical solution, when the first switch unit adopts a single-pole double-throw switch, it can achieve the purpose of connecting one input to one of two different output paths, so as to realize flexible switching of the branch where the drive motor and the charging terminal are located. Compared with using multiple ordinary switches, the single-pole double-throw switch can reduce the number of required components to simplify the circuit layout, make the power control system more compact, and further reduce the production cost.

[0011] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, the dual-switch correction module includes a second switch unit, a third switch unit and a compensation unit; the first end of the second switch unit is connected to the first end of the motor control unit, the second end of the second switch unit is connected to the first end of the rectifier module, and the controlled end of the second switch unit is connected to the control module; the first end of the third switch unit is connected to the first end of the second switch unit and the first end of the motor control unit, the second end of the third switch unit is connected to the second end of the motor control unit and the second end of the rectifier module, and the controlled end of the third switch unit is connected to the control module; the compensation unit is connected to the second ends of multiple single-pole double-throw switches, the charging terminal and the third end of the third switch unit.

[0012] In the above technical solution, under different operating modes, the control module can control the dual-switch correction module to be bypassed or operated by controlling the on-off state of the second switch unit and the third switch unit, thereby achieving precise control of the dual-switch correction module. Secondly, in the second operating mode, the control module controls the intermittent conduction of the third switch unit, so that the third switch unit, the compensation unit and the motor module together constitute a PFC circuit to adjust the waveform of the input current provided by the charging terminal so that the waveform of the input current can be consistent with the waveform of the input voltage, so that the phase difference between the input current and the input voltage is zero, thereby achieving the purpose of correcting the power factor. In addition, the intermittent conduction of the third switch unit can effectively reduce the harmonic components in the input current, thereby reducing the loss of the power grid.

[0013] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, the third switch unit includes a first switch tube and a second switch tube; the first end of the first switch tube is connected to the first end of the second switch unit and the first end of the motor control unit, and the controlled end of the first switch tube is connected to the control module; the first end of the second switch tube is connected to the second end of the first switch tube and the compensation unit, the second end of the second switch tube is connected to the second end of the motor control unit and the second end of the rectifier module, and the controlled end of the second switch tube is connected to the control module.

[0014] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, the compensation unit includes a first capacitor, a second capacitor and a third capacitor; the first plate of the first capacitor, the first plate of the second capacitor and the first plate of the third capacitor are respectively connected to the second ends and the charging terminals of multiple single-pole double-throw switches, and the second plate of the first capacitor, the second plate of the second capacitor and the second plate of the third capacitor are interconnected and connected to the third end of the third switch unit.

[0015] In the above technical solution, when the first end of the single-pole double-throw switch is connected to the second end of the single-pole double-throw switch, so that the drive motor is connected to the branch where the charging terminal is located, at this time, the first plate of the first capacitor, the first plate of the second capacitor, and the first plate of the third capacitor are respectively connected to the three-phase windings (Lu, Lv, Lw) in the drive motor, and the second plate of the first capacitor, the second plate of the second capacitor, and the second plate of the third capacitor are connected to a common point. At this time, the first capacitor, the second capacitor, and the third capacitor are connected to the three-phase windings (Lu, Lv, Lw), and their common point is not grounded, but "floating", so this common point is a floating neutral point. In this way, in the second working mode, the potential of the floating neutral point will change with the change of the three-phase voltage, thereby achieving dynamic balance, so as to achieve better voltage balance and load distribution, and the first capacitor, the second capacitor, and the third capacitor can perform reactive compensation to improve the overall efficiency of the system and reduce energy consumption.

[0016] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, the rectifier module includes a full-bridge topology unit and a fourth switch unit; the first end and the second end of the full-bridge topology unit are connected to the high-voltage battery, and the third end and the fourth end of the full-bridge topology unit are connected to the dual-switch correction module; the first end of the fourth switch unit is connected to the first end of the full-bridge topology unit, the second end of the fourth switch unit is connected to the third end of the full-bridge topology unit, and the controlled end of the fourth switch unit is connected to the control module.

[0017] In the above technical solution, the main control unit can achieve precise control of the working state of the full-bridge topology unit by controlling the on-off of the fourth switch unit, and the control safety and flexibility are high.

[0018] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, the power control system also includes a transformer and a DC conversion module; the primary coil of the transformer is connected to the fifth end and the sixth end of the full-bridge topology unit; one end of the DC conversion module is connected to the secondary coil of the transformer, and the other end of the DC conversion module is connected to the low-voltage battery.

[0019] In the above technical solution, in the first working mode, the full-bridge topology unit does not participate in the driving process between the high-voltage battery and the motor module, but instead forms a phase-shifted full-bridge circuit with the transformer and the DC conversion module to charge the low-voltage battery, thereby ensuring the power supply reliability of the low-voltage battery. In the second working mode, the DC power will achieve voltage matching through the buck-boost circuit composed of the full-bridge topology unit and the primary coil of the transformer, so that the DC power finally output by the full-bridge topology unit to the high-voltage battery can be suitable for the high-voltage battery, thereby ensuring the charging reliability of the high-voltage battery. In this way, the power control system can complete the driving mode and charging mode in a time-sharing manner while reliably supplying power to the low-voltage battery and low-voltage electrical equipment, thereby ensuring the operating reliability of the low-voltage battery and the low-voltage electrical equipment connected to the low-voltage battery.

[0020] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, the power control system also includes a filtering module, one end of the filtering module is connected to the charging terminal, and the other end of the filtering module is connected to the second end of the first switch unit and the dual-switch correction module.

[0021] In the above technical solution, AC power may be subject to interference during transmission, generating harmonics. The filter module removes these high-frequency harmonics to reduce voltage and current waveform distortion, thereby protecting other electrical equipment in the powertrain control system from damage. Furthermore, the filter module effectively suppresses and filters electromagnetic interference signals generated by the powertrain control system circuits, protecting other sensitive electronic equipment within the vehicle from external electromagnetic noise.

[0022] In a second aspect, an embodiment of the present application provides a vehicle comprising a high-voltage battery, a low-voltage battery, and a power control system as described in any optional manner in the first aspect, wherein the power control system is connected to the high-voltage battery and the low-voltage battery, respectively. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] Figure 1 This is a schematic diagram of the module structure of a power control system provided in an embodiment of the present application;

[0024] Figure 2 This is a schematic diagram of the module structure of another power control system provided in an embodiment of the present application;

[0025] Figure 3 This is a schematic diagram of the module structure of another power control system provided in an embodiment of the present application;

[0026] Figure 4 This is a schematic diagram of the circuit structure of a power control system provided in an embodiment of the present application;

[0027] Figure 5 This is a schematic diagram of the circuit structure of another power control system provided in an embodiment of the present application;

[0028] Figure 6 This is a circuit diagram of another power control system provided in an embodiment of the present application;

[0029] Figure 7 This is a schematic diagram of the circuit structure of another power control system provided in an embodiment of the present application;

[0030] Figure 8 This is a schematic diagram of the circuit structure of another power control system provided in an embodiment of the present application;

[0031] Figure 9 This is a schematic diagram of the circuit structure of another power control system provided in an embodiment of the present application;

[0032] Figure 10 This is a schematic diagram of the circuit structure of another power control system provided in an embodiment of the present application;

[0033] Figure 11 This is a schematic diagram of the circuit structure of another power control system provided in an embodiment of the present application;

[0034] Figure 12 This is a schematic diagram of the circuit structure of another power control system provided in an embodiment of the present application;

[0035] Figure 13 This is a schematic diagram of the circuit structure of another power control system provided in an embodiment of the present application;

[0036] Figure 14 This is a schematic diagram of the circuit structure of another power control system provided in an embodiment of the present application;

[0037] Figure 15 This is a circuit structure diagram of another power control system provided in an embodiment of the present application.

[0038] Among them, the reference numerals in the figures are:

[0039] 1. Power control system; 11. Motor module; 111. Drive motor; 112. Motor control unit; 113. First switch unit; 12. Dual-switch correction module; 121. Second switch unit; 122. Third switch unit; 123. Compensation unit; 13. Rectifier module; 131. Full-bridge topology unit; 132. Fourth switch unit; 14. Control module; 141. Detection unit; 142. Main control unit; 143. First drive unit; 144. Second drive unit; 145. Third drive unit; 146. Fourth drive unit; 147. Fifth drive unit; 15. DC conversion module; 151. Buck unit ;16. Pre-charge module;161. Fifth switch unit;162. Sixth switch unit;17. Filter module;2. High-voltage battery;3. Charging terminal;4. Low-voltage battery;SPDT. Single-pole double-throw switch;SW. Switch;Q1. First switch tube;Q2. Second switch tube;Q3. Third switch tube;Q4. Fourth switch tube;Q5. Fifth switch tube;Q6. Sixth switch tube;Q7. Seventh switch tube;D. Diode;A. Common node;B. Floating neutral point;C. Connection point;C1. First capacitor;C2. Second capacitor;C3. Third capacitor;C4. Fourth capacitor;C5. Fifth capacitor;T. Transformer;R. Resistor. DETAILED DESCRIPTION

[0040] The following will clearly and thoroughly describe the technical solutions in this application in conjunction with the accompanying drawings. In the description of the embodiments of this application, unless otherwise specified, " / " means or, for example, A / B can mean A or B: "and / or" in the text is only a description of the association relationship of associated objects, indicating that there can be three relationships, for example, A and / or B can mean: A exists alone, A and B exist at the same time, and B exists alone. In addition, in the description of the embodiments of this application, "multiple" means two or more than two.

[0041] In the following, the terms "first" and "second" are used for descriptive purposes only and should not be understood to imply or suggest relative importance or implicitly indicate the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more of the features.

[0042] Currently, new energy vehicles are widely used in various scenarios, replacing internal combustion engine vehicles. Compared with internal combustion engine vehicles, new energy vehicles produce less noise during driving and do not directly emit exhaust gas, making them more environmentally friendly. At the same time, new energy vehicles are intelligent, have higher energy efficiency conversion rates, and have lower maintenance costs. Therefore, more and more people are starting to use new energy vehicles as a means of transportation. New energy vehicles are usually equipped with a power battery to provide a power source for the vehicle and drive motor. For example, the power battery outputs direct current to the motor. The motor controller (MCU) converts the DC power provided by the power battery into three-phase alternating current to drive the motor according to the target torque and speed sent by the vehicle control unit (VCU). This controls the motor to complete functions such as starting, acceleration and deceleration, braking, and energy recovery, thereby ensuring the normal operation of the vehicle.

[0043] New energy vehicles are usually equipped with two electrical systems, high voltage and low voltage. The high voltage electrical system is equipped with a high voltage battery (such as a power battery). The high voltage battery is used to power high-power electrical equipment (such as a motor) in the vehicle to drive the vehicle to maintain normal driving. At the same time, the power battery will also charge the low voltage battery in the vehicle under the control of the vehicle controller, and the charging voltage is usually about several hundred volts. The low voltage electrical system is equipped with a low voltage battery (such as a 12V battery) and a direct current to direct current converter (DCDC). The DC converter can convert the high voltage electricity of the high voltage battery into low voltage electricity to meet the transmission / control of signals in the vehicle. For example, the low voltage electricity can power the signal / control parts of the electronic control unit (ECU) corresponding to the motor controller, vehicle controller, battery management system (BMS), on-board charger (OBC), vehicle entertainment system and lighting system, etc. in the vehicle to meet the transmission / control of signals in these electronic devices.

[0044] When the vehicle is in driving mode, the high-voltage battery provides the vehicle with power to enable normal operation. When the vehicle is in charging mode, an off-board charging system or on-board charger is used to charge the power battery. The off-board charging system is integrated into a charging pile or a large charger and is usually installed in a fixed location such as a parking lot or garage. The off-board charging system can output DC power to charge the high-voltage battery. The charging speed is relatively fast, but the charging location is limited. To make charging more convenient, an on-board charger can make the vehicle no longer dependent on the charging pile. The on-board charger is usually installed directly on the vehicle. After the vehicle is connected to three-phase or single-phase AC power, the on-board charging system can convert the three-phase or single-phase AC power into DC power to charge the high-voltage battery. The charging power level is low and the charging time is relatively long. It is usually only suitable for vehicles that are in an idle state.

[0045] Currently, in related technologies, the drive system and charging system corresponding to the driving mode and charging mode in a vehicle are two independently operated systems. That is, the inverter, motor, motor controller and other components in the vehicle operate in the driving mode. When the high-voltage battery is low on energy, the charging system (i.e., an independent onboard charging system) charges the high-voltage battery. The same applies to the DC converter. As a result, the drive system and charging system occupy a large area in the vehicle, resulting in increased vehicle size, weight, and manufacturing costs. In addition, greater driving force is required to achieve the same acceleration or driving performance, resulting in a lower power density level for the vehicle.

[0046] To this end, embodiments of the present application provide a power control system and vehicle that achieve both charging and driving based on a single power control system, eliminating the need for separate drive and charging systems. This reduces manufacturing costs and the footprint of the power control system within the vehicle, thereby reducing the vehicle's size and weight, and thereby improving the vehicle's power density, efficiency, and performance. Furthermore, the power control system can correct the power factor to reduce reactive power loss, thereby improving the overall efficiency of the power control system.

[0047] The power control system and vehicle provided in the embodiments of the present application are exemplarily introduced below with reference to the accompanying drawings.

[0048] The embodiment of the present application provides a vehicle, in one example, Figure 1As shown, a power control system 1, a high-voltage battery 2, and a charging terminal 3 are provided in the vehicle. The power control system 1 is connected to the high-voltage battery 2 and the charging terminal 3. When the vehicle is required to be in driving mode, the power control system 1 can enable the high-voltage battery 2 to provide a power source for the vehicle so that the vehicle can operate normally. When the vehicle is required to be in charging mode, the charging terminal 3 charges the high-voltage battery 2 through the power control system 1. That is, the vehicle provided in this application can be charged and driven by a power control system 1. Here, it can be understood that the charging terminal 3 is an interface configured on the vehicle, and the vehicle can be connected to an external charging power source through the charging terminal 3 to charge the high-voltage battery 2 in the vehicle.

[0049] Optionally, the charging terminal 3 can be a single-phase AC terminal or a three-phase AC terminal. When the charging terminal 3 is a single-phase AC terminal, the charging terminal 3 is connected to a single-phase AC power supply; when the charging terminal 3 is a three-phase AC terminal, the charging terminal 3 is connected to a three-phase AC power supply. This application does not impose any specific restrictions on this.

[0050] In order to enable the present application to realize charging and driving based on a power control system 1, in one example, Figure 2 As shown, the power control system 1 may include a motor module 11, a dual-switch correction module 12, a rectifier module 13 and a control module 14. The dual-switch correction module 12 is connected to the motor module 11 and the charging terminal 3, the rectifier module 13 is connected to the dual-switch correction module 12 and the high-voltage battery 2, and the control module 14 is connected to the motor module 11, the dual-switch correction module 12, the rectifier module 13 and the charging terminal 3.

[0051] In this example, the control module 14 is used to obtain current information from the charging terminal 3 and, based on this current information, determine the operating mode that the power control system 1 currently needs to execute, thereby controlling the power control system 1 to operate in the corresponding operating mode, thereby ensuring the operational reliability of the power control system 1. It is worth noting that the operating modes of the power control system 1 generally include a first operating mode and a second operating mode. The first operating mode is a driving mode, in which the high-voltage battery 2 outputs AC power to the motor module 11 to drive the motor module 11; the second operating mode is a charging mode, in which the high-voltage battery 2 needs to be charged via the charging terminal 3.

[0052] For example, when the current information obtained by the control module 14 indicates that there is no current flowing through the charging terminal 3, the control module 14 determines based on the current information that the charging terminal 3 is not connected to the charging power source. This means that the control module 14 determines that the power control system 1 currently needs to execute the first operating mode (i.e., the drive mode). In the first operating mode, the control module 14 disconnects the motor module 11 from the branch where the charging terminal 3 is located, and simultaneously bypasses the dual-switch correction module 12 and the rectifier module 13, allowing the high-voltage battery 2 to output voltage to the motor module 11, thereby enabling the power control system 1 to operate in the first operating mode.

[0053] For example, when the current information acquired by control module 14 indicates that current is flowing through charging terminal 3, control module 14 determines based on this current information that charging terminal 3 is connected to a charging power source. This means that control module 14 determines that power control system 1 currently needs to execute the second operating mode (i.e., charging mode). In the second operating mode, control module 14 controls motor module 11 to connect to the branch containing charging terminal 3, and simultaneously controls dual-switch rectification module 12 and rectifier module 13 to operate. Charging terminal 3 outputs a voltage to high-voltage battery 2 via motor module 11, dual-switch rectification module 12, and rectifier module 13, thereby enabling power control system 1 to operate in the second operating mode.

[0054] In this example, the control module 14 can obtain the current information of the charging terminal 3 in real time, so as to determine the working mode of the power control system 1 based on the current information, and adjust the on-off state of the branch where the motor module 11 and the charging terminal 3 are located, the working state of the dual-switch correction module 12 and the rectifier module 13 accordingly, thereby realizing the adjustment and control of the working mode of the power control system 1, and the adjustment flexibility is relatively high. In this way, the present application can realize charging and driving based on a set of power control systems 1, without the need to set up independently operating drive systems and charging systems, thereby reducing the production cost, and at the same time reducing the area occupied by the power control system 1 in the vehicle, thereby reducing the volume of the vehicle, reducing the weight of the vehicle, and thus improving the power density level, efficiency and performance of the vehicle. Moreover, in both the first working mode and the second working mode, the motor module 11 is in working state, which improves the utilization rate of the motor module 11.

[0055] It is worth noting that reactive power will cause the power factor of the power grid (i.e., single-phase AC power supply or three-phase AC power supply) to decrease, which does not meet the power grid standard. In addition, the motor module 11 is a nonlinear load. In the second working mode, the motor module 11 will cause the input current waveform provided by the charging terminal 3 to be distorted, thereby generating harmonics. These harmonics will not only increase the loss of the power grid, but also interfere with the normal operation of other circuit modules in the power control system 1. For this reason, the power control system 1 provided by the present application also forms a power factor correction (PFC) circuit. In the second working mode, when the control module 14 controls the dual-switch correction module 12 to work, the dual-switch correction module 12 provided by the present application will form a PFC circuit together with the motor module 11. At this time, the AC power provided by the charging terminal 3 will be converted into DC power through the PFC circuit formed by the motor module 11 and the dual-switch correction module 12, and then output voltage to the high-voltage battery 2 through the rectifier module 13.

[0056] In this example, the PFC circuit formed by the motor module 11 and the dual-switch correction module 12 can adjust the input current provided by the charging terminal 3 so that the input current is in phase with the input voltage, thereby correcting the power factor to reduce the loss of reactive power, thereby improving the overall efficiency of the power control system 1. The PFC circuit can also reduce the harmonic components in the input current provided by the charging terminal 3 to reduce the loss of the power grid, thereby improving the charging reliability of the high-voltage battery 2 and the overall power utilization rate. Secondly, the PFC circuit formed by the dual-switch correction module 12 and the motor module 11 can also reduce electromagnetic interference (EMI) to improve the electromagnetic compatibility (EMC) of the power control system 1, thereby improving the working stability of the entire power control system 1 and improving the operating reliability of the vehicle.

[0057] In order to achieve real-time and accurate detection of the current information of the charging terminal 3, in one example, Figure 3 As shown, the control module 14 includes a detection unit 141 and a main control unit 142. The detection unit 141 is connected to the charging terminal 3. The detection unit 141 is used to detect the current information of the charging terminal 3 and generate a detection signal. The main control unit 142 is connected to the motor module 11, the dual-switch correction module 12, the rectifier module 13 and the detection unit 141. The main control unit 142 is used to receive the detection signal and control the power control system 1 to operate in the first working mode or the second working mode based on the detection signal.

[0058] In this example, when the detection unit 141 detects that there is no current at the charging terminal 3, the detection unit 141 will send a detection signal indicating that there is no current at the charging terminal 3 to the main control unit 142; when the detection unit 141 detects that there is current at the charging terminal 3, the detection unit 141 will send a detection signal indicating that there is current at the charging terminal 3 to the main control unit 142. The main control unit 142 can determine the operating mode of the power control system 1 based on the different detection signals and control the power control system 1 to operate in the corresponding operating mode based on the detection signal. The detection unit 141 can detect the current information of the charging terminal 3 in real time and send the detection signal corresponding to the current information to the main control unit 142, with high detection accuracy. The main control unit 142 can obtain the current operating mode of the power control system 1 in real time based on the detection signal and control the power control system 1 to operate in the corresponding operating mode, with high adjustment flexibility and control accuracy.

[0059] Optionally, the detection unit 141 may be a current transformer (CT), a Hall Effect Sensor (Hall Effect Sensor), an optocoupler (Optocoupler), or other circuits or devices capable of achieving the above functions, and this application does not impose any specific restrictions on this.

[0060] In one example, if Figure 4 As shown, the motor module 11 includes a drive motor 111 and a motor control unit 112. One end of the motor control unit 112 is connected to one end of the drive motor 111, and the other end of the motor control unit 112 is connected to one end of the rectifier module 13. The drive motor 111 and the motor control unit 112 are both connected to the control module 14. In the first operating mode, the drive motor 111 is disconnected from the branch where the charging terminal 3 is located, the dual-switch rectification module 12 and the rectifier module 13 are bypassed, and the high-voltage battery 2 outputs voltage to the drive motor 111 through the motor control unit 112. At the same time, the motor control unit 112 converts the DC power provided by the high-voltage battery 2 into three-phase AC power suitable for the operation of the drive motor 111 according to the target torque and speed sent by the control module 14. This controls the drive motor 111 to complete functions such as starting, acceleration and deceleration, braking, and energy recovery, thereby ensuring the normal operation of the vehicle. In the second operating mode, the drive motor 111 is connected to the branch containing the charging terminal 3, and the dual-switch correction module 12 and the rectifier module 13 are in operation. At this time, the AC power supply outputs a voltage to the high-voltage battery 2 via the charging terminal 3, the drive motor 111, the motor control unit 112, the dual-switch correction module 12, and the rectifier module 13, thereby charging the high-voltage battery 2. In this example, the drive motor 111 and the motor control unit 112 participate in both the first and second operating modes, improving the utilization of the drive motor 111 and the motor control unit 112.

[0061] Among them, such as Figure 4 As shown, the drive motor 111 includes three-phase windings (Lu, Lv, Lw), and the motor control unit 112 is composed of multiple groups of insulated gate bipolar transistors (IGBTs). Multiple IGBTs are respectively connected to the drive motor 111 including the three-phase windings (Lu, Lv, Lw), and the controlled ends of the multiple IGBTs are connected to the control module 14. In the first working mode, the three-phase winding (Lu, Lv, Lw) is disconnected from the branch where the charging port 3 is located, and multiple IGBTs will convert the DC power provided by the high-voltage battery 2 into three-phase AC power (U, V, W) to drive the drive motor 111 to operate; in the second working mode, the three-phase winding (Lu, Lv, Lw) is connected to the branch where the charging port 3 is located. At this time, the three-phase winding (Lu, Lv, Lw) acts as an inductor together with multiple IGBTs and a dual-switch correction module 12 to form a PFC circuit to correct the power factor, reduce reactive power loss, and improve the overall efficiency of the power control system 1, so as to improve the charging reliability of the high-voltage battery 2 and the overall power utilization rate.

[0062] In this example, when the AC power supply is a three-phase AC power supply, the three-phase windings (Lu, Lv, Lw) and the corresponding multiple IGBTs all participate in the PFC function; when the AC power supply is a single-phase AC power supply, two windings (Lu, Lv) in the three-phase windings (Lu, Lv, Lw) and the corresponding multiple IGBTs participate in the PFC function. The multiple IGBTs here refer to the two half-bridges connected to the two windings (Lu, Lv) in the motor control unit 112.

[0063] The IGBT in the motor control unit 112 can support high currents and high voltages and is easy to switch. When the switching unit in the motor control unit 112 is an IGBT, the stability of the current in the connection line between the IGBT and the drive motor 111 can be guaranteed. At the same time, because the IGBT is easy to switch and operate, it has high flexibility in achieving high-frequency switching. The motor control unit 112 can also use a relay or other circuit with a switching function, and this application does not impose specific limitations on this.

[0064] In order to achieve precise control of multiple IGBTs in the motor control unit 112, in one example, Figure 4As shown, the control module 14 may include a first drive unit 143, which is connected to the main control unit 142 and the motor control unit 112. Here, it can be understood that the first drive unit 143 is connected to the controlled ends of multiple IGBTs in the motor control unit 112. The main control unit 142 can determine the working mode of the power control system 1 based on the current information (or the detection signal detected by the detection unit 141), and realize precise control of multiple IGBTs through the first drive unit 143 to ensure the reliability of the power control system 1 operating in the corresponding working mode.

[0065] Optionally, the main control unit 142 may be a microcontroller unit (MCU), or may reuse other control units in the vehicle. This application does not impose any specific restrictions on this.

[0066] In order to achieve precise control of the on-off of the branch where the drive motor 111 and the charging terminal 3 are located, so as to achieve precise switching and control of the working mode of the power control system 1, in one example, Figure 4 As shown, the motor module 11 further includes a first switch unit 113, a first end of the first switch unit 113 and the other end of the drive motor 111 (such as Figure 4 The three-phase winding is connected to one end away from the motor control unit 112, the second end of the first switch unit 113 is connected to the dual-switch correction module 12 and the charging terminal 3, and the controlled end of the first switch unit 113 is connected to the control module 14. In this example, the control module 14 controls the on and off state of the first switch unit 113 to achieve precise control of the on and off of the branch where the drive motor 111 and the charging terminal 3 are located, and the control safety and flexibility are high.

[0067] For example, Figure 5 As shown, the first switch unit 113 includes a plurality of single-pole double-throw switches (SPDT), the first ends of the plurality of single-pole double-throw switches SPDT (ie, Figure 5 The circle "○" shown in FIG. 1 is connected to the other end of the drive motor 111, and the second ends of the multiple single-pole double-throw switches SPDT (ie, Figure 5 The triangle "△" shown in FIG. 1 is connected to the charging terminal 3, and the third end of the multiple single-pole double-throw switches SPDT (ie, Figure 5 The squares "□" shown in the figure are connected to each other to form a common node A, and the controlled ends of the multiple single-pole double-throw switches SPDT are connected to the control module 14. Figure 5As shown, the number of single-pole double-throw switches SPDT corresponds to the number of three-phase windings (Lu, Lv, Lw) of the drive motor 111, that is, the first switch unit 113 can include three single-pole double-throw switches SPDT, and the first ends of the three single-pole double-throw switches SPDT are respectively connected one-to-one with the three-phase windings (Lu, Lv, Lw).

[0068] In this example, the dual-switch correction module 12 is connected to the second ends of multiple single-pole double-throw switches SPDT. In the first working mode, the control module 14 controls the first end of the single-pole double-throw switch SPDT to be connected to the third end of the single-pole double-throw switch SPDT, so that the drive motor 111 is disconnected from the branch where the charging terminal 3 is located. At this time, the third ends of the multiple single-pole double-throw switches SPDT are interconnected to form a common node A, that is, at this time, the drive motor 111 operates normally as a motor. In the second working mode, the control module 14 controls the first end of the single-pole double-throw switch SPDT to be connected to the second end of the single-pole double-throw switch SPDT, so that the drive motor 111 is connected to the branch where the charging terminal 3 is located. At this time, the three-phase winding (Lu, Lv, Lw) acts as an inductor and together with the multiple IGBTs in the motor control unit 112 and the dual-switch correction module 12 constitute a PFC circuit. The AC power provided by the AC power supply will be output to the high-voltage battery 2 through the charging terminal 3, the PFC circuit, and the rectifier module 13. When the first switch unit 113 adopts a single-pole double-throw switch SPDT, it can achieve the purpose of connecting one input to one of two different output paths, so as to realize flexible switching of the branch where the drive motor 111 and the charging terminal 3 are located. Compared with using multiple ordinary switches, the single-pole double-throw switch can reduce the number of required components to simplify the circuit layout, making the power control system 1 more compact, while further reducing the production cost.

[0069] In order to achieve precise control of the multiple single-pole double-throw switches SPDT in the first switch unit 113, in one example, Figure 5 As shown, the control module 14 may further include a second drive unit 144, which is connected to the main control unit 142 and the first switch unit 113. Here, it can be understood that the second drive unit 144 is connected to the controlled ends of multiple single-pole double-throw switches SPDT in the first switch unit 113. The main control unit 142 can determine the working mode of the power control system 1 based on the detection signal, and realize precise control of multiple single-pole double-throw switches SPDT through the second drive unit 144 to ensure the reliability of the power control system 1 operating in the corresponding working mode.

[0070] In order to achieve flexible control of the working state of the dual-switch correction module 12, in one example, Figure 6As shown, the dual-switch correction module 12 includes a second switch unit 121, a third switch unit 122 and a compensation unit 123. The first end of the second switch unit 121 is connected to the first end of the motor control unit 112, the second end of the second switch unit 121 is connected to the first end of the rectifier module 13, the controlled end of the second switch unit 121 is connected to the control module 14, the first end of the third switch unit 122 is connected to the first end of the second switch unit 121 and the first end of the motor control unit 112, the second end of the third switch unit 122 is connected to the second end of the motor control unit 112 and the second end of the rectifier module 13, the controlled end of the third switch unit 122 is connected to the control module 14, and the compensation unit 123 is connected to the second ends of multiple single-pole double-throw switches SPDT, the charging terminal 3 and the third end of the third switch unit 122.

[0071] For example, in the first operating mode, the drive motor 111 is disconnected from the branch circuit where the charging terminal 3 is located. The control module 14 controls the second switch unit 121 to be conductive and the third switch unit 122 to be disconnected, thereby bypassing the dual-switch correction module 12. The high-voltage battery 2 outputs voltage to the drive motor 111 via the motor control unit 112, allowing the vehicle to operate normally. In the second operating mode, the drive motor 111 is connected to the branch circuit where the charging terminal 3 is located. The control module 14 controls the second switch unit 121 to be disconnected and the third switch unit 122 to be intermittently conductive, so that the third switch unit 122, the compensation unit 123, the drive motor 111, and the motor control unit 112 together form a PFC circuit. In this case, the AC power supply outputs voltage to the high-voltage battery 2 via the charging terminal 3, the PFC circuit, and the rectifier module 13, thereby charging the high-voltage battery 2.

[0072] In this example, in different operating modes, the control module 14 controls the on / off states of the second switch unit 121 and the third switch unit 122 to correspondingly control whether the dual-switch correction module 12 is bypassed or in operation, thereby achieving precise control of the dual-switch correction module 12. Secondly, in the second operating mode, the control module 14 controls the intermittent conduction of the third switch unit 122, so that the third switch unit 122, the compensation unit 123, and the motor module 11 together form a PFC circuit to adjust the waveform of the input current provided by the charging terminal 3 so that the waveform of the input current can be consistent with the waveform of the input voltage, so that the phase difference between the input current and the input voltage is zero, thereby achieving the purpose of correcting the power factor. In addition, the intermittent conduction of the third switch unit 122 can effectively reduce the harmonic components in the input current, thereby reducing the loss of the power grid.

[0073] In order to achieve precise control of the second switch unit 121 and the third switch unit 122, in one example, Figure 6As shown, the control module 14 may further include a third drive unit 145, which is connected to the main control unit 142, the controlled end of the second switch unit 121, and the controlled end of the third switch unit 122. The main control unit 142 can determine the operating mode of the power control system 1 based on the current information and accurately control the second switch unit 121 and the third switch unit 122 through the third drive unit 145, so that the dual-switch correction module 12 is bypassed or enabled to operate, thereby ensuring the reliability of the power control system 1 operating in the corresponding operating mode.

[0074] It is worth noting that the dual-switch correction module 12 means that in the second working mode, there are two main switches in the dual-switch correction module 12 that can be intermittently turned on to participate in the PFC function. Compared with the single-switch correction module, the dual-switch correction module 12 has higher correction efficiency and smaller input current ripple. In an example, Figure 7 As shown, the third switch unit 122 includes a first switch tube Q1 and a second switch tube Q2, the first end of the first switch tube Q1 is connected to the first end of the second switch unit 121 and the first end of the motor control unit 112, the controlled end of the first switch tube Q1 is connected to the control module 14, the first end of the second switch tube Q2 is connected to the second end of the first switch tube Q1 and the compensation unit 123, the second end of the second switch tube Q2 is connected to the second end of the motor control unit 112 and the second end of the rectifier module 13, and the controlled end of the second switch tube Q2 is connected to the control module 14.

[0075] For example, in the first operating mode, the drive motor 111 is disconnected from the branch circuit containing the charging terminal 3. The control module 14 controls the first switch Q1 and the second switch Q2 to be turned off, thereby bypassing the dual-switch correction module 12. The high-voltage battery 2 outputs voltage to the drive motor 111 via the motor control unit 112, allowing the vehicle to operate normally. In the second operating mode, the drive motor 111 is connected to the branch circuit containing the charging terminal 3. The control module 14 controls the first switch Q1 and the second switch Q2 to be intermittently turned on, so that the first switch Q1, the second switch Q2, the compensation unit 123, the drive motor 111, and the motor control unit 112 together form a PFC circuit. In this case, the AC power supply outputs voltage to the high-voltage battery 2 via the charging terminal 3, the PFC circuit, and the rectifier module 13, thereby charging the high-voltage battery 2.

[0076] Optionally, the first switch tube Q1 and the second switch tube Q2 can be any one of a switch, a metal oxide semiconductor (MOS) field effect transistor, a triode, an insulated gate bipolar transistor, and a relay, wherein the MOS field effect transistor can be an N-type metal oxide semiconductor (N-Metal Oxide Semiconductor, NMOS) field effect transistor or a P-Metal Oxide Semiconductor (P-Metal Oxide Semiconductor, PMOS) field effect transistor, and the first switch tube Q1 and the second switch tube Q2 can also be other devices or circuits that can achieve on-off functions. This application does not impose any specific restrictions on this.

[0077] Optionally, the switch in the second switch unit 121 can be a switch, a MOS field effect transistor, a triode, an insulated gate bipolar transistor, a relay or other devices or circuits that can achieve on-off functions, and this application does not impose specific restrictions on this.

[0078] For example, Figure 7 As shown, the second switch unit 121 includes a third switch tube Q3, the first switch tube Q1, the second switch tube Q2 and the third switch tube Q3 are all NMOS, the drain of the third switch tube Q3 is connected to the first end of the rectifier module 13, the source of the third switch tube Q3 is connected to the drain of the first switch tube Q1 and the first end of the motor control unit 112, the source of the first switch tube Q1 and the drain of the second switch tube Q2 are connected to a common node, and the common node is connected to the compensation unit 123, the drain of the second switch tube Q2 is connected to the second end of the rectifier module 13 and the second end of the motor control unit 112, and the controlled ends of the first switch tube Q1, the second switch tube Q2 and the third switch tube Q3 are all connected to the third driving unit 145.

[0079] For example, Figure 8 As shown, the second switch unit 121 includes a switch SW, the first switch tube Q1 and the second switch tube Q2 are both NMOS, one end of the switch SW is connected to the first end of the rectifier module 13, and the other end of the switch SW is connected to the drain of the first switch tube Q1 and the first end of the motor control unit 112. The source of the first switch tube Q1 and the drain of the second switch tube Q2 are connected to a common node, and the common node is connected to the compensation unit 123. The drain of the second switch tube Q2 is connected to the second end of the rectifier module 13 and the second end of the motor control unit 112. The controlled ends of the first switch tube Q1, the second switch tube Q2 and the third switch tube Q3 are all connected to the third driving unit 145.

[0080] In this example, Figure 8As shown, the dual-switch correction module 12 may further include a diode D. The anode of the diode D is connected to the other end of the switch SW and the drain of the first switch Q1, and the cathode of the diode D is connected to one end of the switch SW and the first end of the rectifier module 13. The diode D has a unidirectional conductivity characteristic. When the first switch Q1 and the second switch Q2 are intermittently turned on in the second operating mode, the diode D can prevent reverse current and voltage spikes in the circuit from causing damage to the first switch Q1, the second switch Q2, and other components in the branch circuit, thereby ensuring the reliability of the first switch Q1, the second switch Q2, and other components in the branch circuit.

[0081] It is worth noting that the compensation unit 123 provided in this application is a PFC circuit, and the first switch tube Q1, the second switch tube Q2, and the motor module 11 form a PFC circuit. That is, when the compensation unit 123 is connected to the common node of the first switch tube Q1 and the second switch tube Q2, it can be understood as two Boost PFC circuits connected in parallel at the output end. In this way, in the second operating mode, the PFC circuit composed of the second switch unit 121, the third switch unit 122, the compensation unit 123, and the motor module 11 in this application can more effectively correct the power factor, thereby improving the input power factor, reducing the loss to the power grid, and thus improving the operating efficiency and reliability of the power control system 1.

[0082] In one example, if Figure 9 As shown, the compensation unit 123 includes a first capacitor C1, a second capacitor C2 and a third capacitor C3, the first plate of the first capacitor C1, the first plate of the second capacitor C2 and the first plate of the third capacitor C3 are respectively connected to the second ends of multiple single-pole double-throw switches SPDT and the charging terminal 3, the second plate of the first capacitor C1, the second plate of the second capacitor C2 and the second plate of the third capacitor C3 are interconnected and connected to the third end of the third switch unit 122.

[0083] In this example, the first capacitor C1, the second capacitor C2 and the third capacitor C3 in this application are Y-type connected (also known as star connection), that is, when the first end of the single-pole double-throw switch SPDT is connected to the second end of the single-pole double-throw switch SPDT, so that the drive motor 111 is connected to the branch where the charging terminal 3 is located, at this time, the first plate of the first capacitor C1, the first plate of the second capacitor C2 and the first plate of the third capacitor C3 are respectively connected to the three-phase windings (Lu, Lv, Lw) in the drive motor 111, and the second plate of the first capacitor C1, the second plate of the second capacitor C2 and the second plate of the third capacitor C3 are connected to a common point. It is worth noting that at this time, the first capacitor C1, the second capacitor C2 and the third capacitor C3 are connected to the three-phase windings (Lu, Lv, Lw), and their common point is not grounded but "floating", so this common point is the floating neutral point B. In this way, in the second working mode, the potential of the floating neutral point B will change with the change of the three-phase voltage, thereby achieving dynamic balance to achieve better voltage balance and load distribution, and the first capacitor C1, the second capacitor C2 and the third capacitor C3 can perform reactive compensation to improve the overall efficiency of the system and reduce energy consumption.

[0084] In order to achieve flexible control of the working state of the rectifier module 13, in one example, Figure 10 As shown, the rectifier module 13 includes a full-bridge topology unit 131 and a fourth switch unit 132. The first end and the second end of the full-bridge topology unit 131 are connected to the high-voltage battery 2. The third end and the fourth end of the full-bridge topology unit 122 are connected to the dual-switch correction module 12. The first end of the fourth switch unit 132 is connected to the first end of the full-bridge topology unit 131. The second end of the fourth switch unit 132 is connected to the third end of the full-bridge topology unit 131. The controlled end of the fourth switch unit 132 is connected to the control module 14.

[0085] In order to achieve precise control of the fourth switch unit 132, as shown in FIG. Figure 10 As shown, the control module 14 may further include a fourth drive unit 146, which is connected to the main control unit 142 and the fourth switch unit 132. Here, it can be understood that the fourth drive unit 146 is connected to the controlled ends of multiple switches in the fourth switch unit 132. The main control unit 142 can determine the working mode of the power control system 1 based on the detection signal, and realize precise control of the on and off of multiple switches in the fourth switch unit 132 through the fourth drive unit 146 to ensure the reliability of the power control system 1 operating in the corresponding working mode.

[0086] In the first operating mode, the main control unit 142 controls the fourth switch unit 132 to conduct, thereby bypassing the full-bridge topology unit 131. That is, in the driving mode, the full-bridge topology unit 131 does not participate in the driving process between the high-voltage battery 2 and the motor module 11. In the second operating mode, the main control unit 142 controls the fourth switch unit 132 to be turned off, and the full-bridge topology unit 131 is in operation. That is, in the charging mode, the full-bridge topology unit 131 participates in the charging process between the charging terminal 3 and the high-voltage battery 2. In this way, the main control unit 142 can achieve precise control of the operating state of the full-bridge topology unit 131 by controlling the on and off of the fourth switch unit 132, and the control is highly secure and flexible.

[0087] Optional, such as Figure 10 As shown, the full-bridge topology unit 131 can be a full-bridge circuit (Full Bridge), which is composed of four switching devices, and these four switching devices are symmetrically arranged between the positive and negative poles of the high-voltage battery 2 to achieve bidirectional conversion of electrical energy, wherein the controlled ends of the four switching devices are all connected to the fourth driving unit 146 (not shown in the figure).

[0088] The vehicle is usually provided with a low-voltage battery 4, which is used to power the low-voltage system in the vehicle. In order to enable the low-voltage battery 4 to provide power normally, in one example, Figure 11 As shown, the power control system 1 also includes a transformer T and a DC conversion module 15. The primary coil of the transformer T is connected to the fifth and sixth ends of the full-bridge topology unit 131, one end of the DC conversion module 15 is connected to the secondary coil of the transformer T, and the other end of the DC conversion module 15 is connected to the low-voltage battery 4.

[0089] In the first operating mode, the control module 14 disconnects the drive motor 111 from the branch where the charging terminal 3 is located, allowing the drive motor 111 to operate normally as a motor. The control module 14 turns on the second switch unit 121 and the fourth switch unit 132 and turns off the third switch unit 122, thereby bypassing the full-bridge topology unit 131 of the dual-switch correction module 12. At this point, the full-bridge topology unit 131 does not participate in the driving process between the high-voltage battery 2 and the motor module 11, but instead forms a phase-shifted full-bridge circuit with the transformer T and the DC conversion module 15 to charge the low-voltage battery 4.

[0090] In the second working mode, the control module 14 controls the drive motor 111 to be connected to the branch where the charging terminal 3 is located. At this time, the control module 14 controls the second switch unit 121 to be turned off and controls the third switch unit 122 to be intermittently turned on. At this time, the three-phase winding (Lu, Lv, Lw) of the drive motor 11 acts as an inductor and together with the multiple IGBTs, the compensation unit 123 and the third switch unit 122 in the motor control unit 112 constitute a PFC circuit. The control module 14 controls the fourth switch unit 132 to be turned off so that the full-bridge topology unit 131 works, that is, the full-bridge topology unit 131 participates in the charging process between the charging terminal 3 and the high-voltage battery 2. The AC power provided by the three-phase AC power supply or the single-phase AC power supply is converted into DC power after the PFC circuit. In order to make the converted DC power match the ideal charging voltage of the high-voltage battery 2, the DC power will be voltage matched by the buck-boost circuit composed of the full-bridge topology unit 131 and the primary coil of the transformer T, so that the DC power finally output by the full-bridge topology unit 131 to the high-voltage battery 2 can be suitable for the high-voltage battery 2, thereby avoiding the problem of overcharging or undercharging of the voltage provided by the external AC power supply, and ensuring the charging reliability of the high-voltage battery 2.

[0091] It is worth noting here that in the first working mode and the second working mode, the main control unit 142 in the control module 14 will control the first drive unit 143, the second drive unit 144, the third drive unit 145 and the fourth drive unit 146 according to the preset control logic, so as to correspondingly drive and change the on and off of the corresponding switches in the motor control unit 112, the first switch unit 113, the second switch unit 121, the third switch unit 122, the fourth switch unit 132 and the full-bridge topology unit 131, so as to realize power factor correction, DC conversion and other functions, so that the motor control unit 112, the first switch unit 113, the second switch unit 121, the third switch unit 122, the fourth switch unit 132 and the full-bridge topology unit 131 can operate in the current working mode. This will not be repeated here.

[0092] In one example, if Figure 12 As shown, the DC conversion module 15 may include a step-down unit 151, a fourth switch tube Q4 and a fifth switch tube Q5. The first end of the step-down unit 151 is connected to the low-voltage battery 4, the first end of the fourth switch tube Q4 is connected to the second end of the step-down unit 151, the second end of the fourth switch tube Q4 is connected to the secondary coil of the transformer T, and the controlled end of the fourth switch tube Q4 is connected to the control module 14 (not shown in the figure). The first end of the fifth switch tube Q5 is connected to the first end of the fourth switch tube Q4 and the second end of the step-down unit 151, the second end of the fifth switch tube Q5 is connected to the secondary coil of the transformer T, and the controlled end of the fifth switch tube Q5 is connected to the control module 14 (not shown in the figure).

[0093] In order to avoid the conflict between the circuit for charging the low-voltage battery 4 and the circuit for charging the low-voltage battery 4 after the transformer T, which is composed of the buck-boost circuit of the full-bridge topology unit 131 and the primary coil of the transformer T in the second working mode, resulting in the problem of charging failure of the low-voltage battery 4. The transformation ratio of the transformer T provided in this application is set to a relatively high value, that is, the turns ratio of the primary and secondary of the transformer T is designed to be relatively large, so as to ensure that when the primary coil of the transformer T receives the minimum voltage, after the boosting effect of the transformer T, the voltage of the secondary coil can still reach or exceed the minimum operating voltage required by the low-voltage battery 4 connected thereto. For example, the voltage value of the connection point C of the fourth switch tube Q4 and the fifth switch tube Q5 in the second working mode is not less than the voltage required to charge the low-voltage battery 4. If the voltage after the boost of the transformer T is too high, the voltage can be further reduced to a voltage that meets the working voltage of the low-voltage battery 4 through the buck unit 151 to achieve voltage matching.

[0094] In this way, even if the voltage of the primary coil of the transformer T fluctuates, it can ensure that the voltage delivered to the low-voltage battery 4 and the low-voltage electrical equipment is sufficient to maintain the normal charging or power supply of the low-voltage battery 4 and the low-voltage electrical equipment, avoid the low charging efficiency or the failure of the equipment to operate normally due to insufficient voltage, and improve the charging and power supply reliability of the low-voltage battery 4. It is worth noting here that the transformation ratio of the transformer T is set to a higher value and can also be applied to the first working mode. That is, the power control system 1 provided in this application can reliably supply power to the low-voltage battery 4 and the low-voltage electrical equipment while completing the driving mode and the charging mode in a time-sharing manner, so as to ensure the operating reliability of the low-voltage battery 4 and the low-voltage electrical equipment connected to the low-voltage battery 4.

[0095] For example, Figure 12 As shown, the step-down unit 151 can be a step-down converter (BUCK), which includes a fourth capacitor C4, an inductor L, a sixth switch tube Q6 and a seventh switch tube Q7. The first plate of the fourth capacitor C4 is connected to one end of the inductor L and the low-voltage battery 4, the other end of the inductor L is connected to the first end of the sixth switch tube Q6 and the first end of the seventh switch tube Q7, the second end of the sixth switch tube Q6 is connected to the first end of the fourth switch tube Q4 and the first end of the fifth switch tube Q5, and the second end of the seventh switch tube Q7 is connected to the secondary coil of the transformer T, the second plate of the second capacitor C2 and the low-voltage battery 4.

[0096] In the first working mode, the control module 14 controls the sixth switch tube Q6 and the seventh switch tube Q7 to remain turned on, so that the full-bridge topology unit 131 can form a phase-shifted full-bridge circuit with the transformer T and the fourth switch tube Q4 and the fifth switch tube Q5 to charge the low-voltage battery 4.

[0097] In order to achieve precise control of the on / off of the fourth switch tube Q4, the fifth switch tube Q5, the sixth switch tube Q6 and the seventh switch tube Q7 in the DC conversion module 15, in one example, Figure 12 As shown, the control module 14 may further include a fifth drive unit 147, which is connected to the main control unit 142 and the DC conversion module 15. Here, it can be understood that the fifth drive unit 147 is connected to the controlled ends of the fourth switch tube Q4, the fifth switch tube Q5, the sixth switch tube Q6 and the seventh switch tube Q7 in the DC conversion module 15. The main control unit 142 can determine the working mode of the power control system 1 based on the detection signal, and realize precise control of the on and off of the fourth switch tube Q4, the fifth switch tube Q5, the sixth switch tube Q6 and the seventh switch tube Q7 through the fifth drive unit 147 to ensure the reliability of the power control system 1 operating in the corresponding working mode.

[0098] Optionally, the fourth switch tube Q4, the fifth switch tube Q5, the sixth switch tube Q6 and the seventh switch tube Q7 and the switches in the above-mentioned other modules / units can be NMOS field-effect transistors, PMOS field-effect transistors, IGBTs, triodes, relay circuits or other devices or circuits that can achieve on-off functions. This application does not impose any specific restrictions on this.

[0099] Optionally, the DC conversion module 15 may also adopt other circuits that can achieve the above functions, and this application does not impose any specific restrictions on this.

[0100] In one example, if Figure 13 As shown, the power control system 1 also includes a pre-charging module 16 and a fifth capacitor C5. One end of the pre-charging module 16 is connected to the positive electrode of the high-voltage battery 2, the first plate of the fifth capacitor C5 is connected to the other end of the pre-charging module 16 and the rectifier module 13, and the second plate of the fifth capacitor C5 is connected to the negative electrode of the high-voltage battery 2.

[0101] Among them, the fifth capacitor C5 is a bus capacitor. When the charging terminal 3 is not connected to the AC power supply, there is no current at both ends of the bus capacitor and the voltage is zero. When the charging terminal 3 is connected to the AC power supply, in order to avoid the high-voltage power grid directly charging the bus capacitor, causing the bus capacitor to be burned or even tripping, the pre-charging module 16 provided in this application can pre-charge the fifth capacitor C5 to improve the safety of the connection between the charging terminal 3 and the AC power supply and the output voltage of the high-voltage battery 2, thereby ensuring the operation reliability of the power control system 1.

[0102] In one example, if Figure 14As shown, the pre-charge module 16 includes a resistor R, a fifth switch unit 161 and a sixth switch unit 162, one end of the resistor R is connected to the positive electrode of the high-voltage battery 5, the first end of the fifth switch unit 161 is connected to the other end of the resistor R, the second end of the fifth switch unit 161 is connected to the first plate of the fifth capacitor C5, the controlled end of the fifth switch unit 161 is connected to the control module 14 (not shown in the figure), the first end of the sixth switch unit 162 is connected to the positive electrode of the high-voltage battery 2, the second end of the sixth switch unit 162 is connected to the first plate of the fifth capacitor C5 and the rectifier module 12, and the controlled end of the sixth switch unit 162 is connected to the control module 14 (not shown in the figure).

[0103] In both the first and second operating modes, the control module 14 turns on the fifth switch unit 161 and turns off the sixth switch unit 162, allowing the high-voltage battery 2 to pre-charge the fifth capacitor C5 via the resistor R and the fifth switch unit 161. At this point, the voltage output by the high-voltage battery 2 is pre-charged and current-limited via the resistor R before flowing to the fifth capacitor C5. When pre-charging is complete, the control module 14 turns off the fifth switch unit 161 and turns on the sixth switch unit 162, then controls the on / off of the corresponding switches based on the current operating mode.

[0104] In order to achieve precise control of the fifth switch unit 161 and the sixth switch unit 162, in one example, the control module 14 may also include a sixth drive unit (not shown in the figure), which is connected to the main control unit 142, the fifth switch unit 161 and the controlled end of the sixth switch unit 162. The main control unit 142 can determine the working mode of the power control system 1 based on the detection signal, and control the on and off of the fifth switch unit 161 and the sixth switch unit 162 through the sixth drive unit to achieve pre-charging, thereby improving the safety of the connection between the charging terminal 3 and the AC power supply and the output voltage of the high-voltage battery 2, thereby ensuring the operational reliability of the power control system 1.

[0105] In one example, if Figure 15 As shown, the power control system 1 may further include a filter module 17, one end of the filter module 17 is connected to the charging terminal 3, and the other end of the filter module 3 is connected to the second end of the first switch unit 113 (ie, Figure 15 The second ends of the multiple single-pole double-throw switches (SPDTs) shown are connected. During AC transmission, interference may occur, generating harmonics. Filter module 17 can filter out these high-frequency harmonics to reduce voltage and current waveform distortion, thereby protecting other electrical equipment in power control system 1 from damage. Filter module 17 can also effectively suppress and filter out electromagnetic interference signals generated in the circuits of power control system 1, protecting other sensitive electronic equipment within the vehicle from external electromagnetic noise.

[0106] Optionally, the filtering module 17 may be an electromagnetic interference filter (EMI filter) or other circuits or devices capable of achieving the above functions, and this application does not impose any specific limitation on this.

[0107] In summary, the present application can achieve charging and driving based on a power control system 1, eliminating the need for independently operating drive and charging systems, reducing manufacturing costs, and simultaneously reducing the area occupied by the power control system 1 within the vehicle, thereby reducing the size and weight of the vehicle, thereby improving the vehicle's power density level, efficiency, and performance. Furthermore, in both the first and second operating modes, the motor module 11 is in operation, improving the utilization of the motor module 11. Secondly, in the second operating mode, the motor module 11 and the dual-switch correction module 12 (i.e., the third switch unit 122 and the compensation unit 123) in the power control system 1 can form a PFC circuit to regulate the input current provided by the charging terminal 3 so that the input current is in phase with the input voltage, thereby correcting the power factor and reducing reactive power loss, thereby improving the overall efficiency of the power control system 1. The PFC circuit can also reduce the harmonic components in the input current provided by the charging terminal 3 to reduce grid losses, thereby improving the charging reliability of the high-voltage battery 2 and the overall power utilization rate.

[0108] Through the description of the above implementation methods, technical personnel in the relevant field can understand that for the convenience and simplicity of description, only the division of the above-mentioned functional modules is used as an example. In actual applications, the above-mentioned functions can be distributed and completed by different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0109] In the embodiments provided in this application, it should be understood that the disclosed devices and methods can be implemented in other ways. For example, the device embodiments described above are merely schematic. For example, the division of modules or units is only a logical function division. In actual implementation, there may be other division methods, such as multiple units or components can be combined or integrated into another device, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of devices or units, which can be electrical, mechanical or other forms.

[0110] The above content is merely a specific embodiment of the present application, but the scope of protection of the present application is not limited thereto. Any changes or substitutions that can be easily conceived by a person skilled in the art within the technical scope disclosed in this application should be included in the scope of protection of the present application. Therefore, the scope of protection of the present application should be based on the scope of protection of the claims.

Claims

1. A power control system, applied to a vehicle, wherein the vehicle is equipped with a charging terminal, characterized in that: The power control system includes: Motor module; a dual-switch correction module, the dual-switch correction module being connected to the motor module and the charging terminal; a rectifier module, the rectifier module being connected to the dual-switch rectification module and the high-voltage battery; and a control module, the control module being connected to the motor module, the dual-switch rectification module, the rectifier module, and the charging terminal, the control module being configured to obtain current information of the charging terminal and control the power control system to operate in a first operating mode or a second operating mode based on the current information; In the first operating mode, the control module controls the motor module to be disconnected from the branch where the charging terminal is located, the dual-switch correction module and the rectifier module are bypassed, and the high-voltage battery outputs voltage to the motor module; in the second operating mode, the control module controls the motor module to be connected to the branch where the charging terminal is located, the motor module and the dual-switch correction module form a power factor correction circuit, the rectifier module works, and the charging terminal outputs voltage to the high-voltage battery via the motor module, the dual-switch correction module, and the rectifier module; The dual-switch correction module has two main switches that can be intermittently turned on to participate in the power factor correction function; The rectifier module includes: a full-bridge topology unit, wherein the first and second ends of the full-bridge topology unit are connected to the high-voltage battery, and the third and fourth ends of the full-bridge topology unit are connected to the dual-switch correction module; and a fourth switch unit, wherein a first end of the fourth switch unit is connected to the first end of the full-bridge topology unit, a second end of the fourth switch unit is connected to the third end of the full-bridge topology unit, and a controlled end of the fourth switch unit is connected to the control module; The power control system further includes: a transformer, wherein the primary coil of the transformer is connected to the fifth terminal and the sixth terminal of the full-bridge topology unit; and a DC conversion module, one end of which is connected to the secondary coil of the transformer, and the other end of which is connected to the low-voltage battery; In the first working mode, the control module controls the fourth switch unit to be turned on so that the full-bridge topology unit is bypassed. The full-bridge topology unit does not participate in the driving process between the high-voltage battery and the motor module. The full-bridge topology unit, the transformer, and the DC conversion module form a phase-shifted full-bridge circuit to charge the low-voltage battery. In the second working mode, the control module controls the fourth switch unit to turn off, and the full-bridge topology unit works. The DC power will achieve voltage matching through the buck-boost circuit composed of the full-bridge topology unit and the primary coil of the transformer, so that the DC power finally output by the full-bridge topology unit to the high-voltage battery can be suitable for the high-voltage battery.

2. The power control system according to claim 1, characterized in that: The motor module includes: Drive motor; a motor control unit connected to one end of the drive motor and the dual-switch correction module; and A first switch unit, wherein a first end of the first switch unit is connected to the other end of the drive motor, a second end of the first switch unit is connected to the dual-switch correction module and the charging terminal, and a controlled end of the first switch unit is connected to the control module.

3. The power control system according to claim 2, characterized in that: The first switch unit includes: a plurality of single-pole double-throw switches, wherein first ends of the plurality of single-pole double-throw switches are respectively connected to the other end of the drive motor, second ends of the plurality of single-pole double-throw switches are respectively connected to the charging terminal and the dual-switch correction module, third ends of the plurality of single-pole double-throw switches are respectively connected to each other to form a first common node, and controlled ends of the plurality of single-pole double-throw switches are respectively connected to the control module; Wherein, in the first working mode, the control module controls the first end of the single-pole double-throw switch to be connected to the third end of the single-pole double-throw switch; in the second working mode, the control module controls the first end of the single-pole double-throw switch to be connected to the second end of the single-pole double-throw switch.

4. The power control system according to claim 3, characterized in that: The dual-switch correction module includes: a second switch unit, wherein a first end of the second switch unit is connected to a first end of the motor control unit, a second end of the second switch unit is connected to a first end of the rectifier module, and a controlled end of the second switch unit is connected to the control module; a third switch unit, wherein a first end of the third switch unit is connected to a first end of the second switch unit and a first end of the motor control unit, a second end of the third switch unit is connected to a second end of the motor control unit and a second end of the rectifier module, and a controlled end of the third switch unit is connected to the control module; and A compensation unit is connected to the second ends of the plurality of single-pole double-throw switches, the charging terminal, and the third end of the third switch unit.

5. The power control system according to claim 4, characterized in that: The third switch unit includes: a first switch tube, wherein a first end of the first switch tube is connected to a first end of the second switch unit and a first end of the motor control unit, and a controlled end of the first switch tube is connected to the control module; and A second switching tube, the first end of the second switching tube is connected to the second end of the first switching tube and the compensation unit, the second end of the second switching tube is connected to the second end of the motor control unit and the second end of the rectifier module, and the controlled end of the second switching tube is connected to the control module.

6. The power control system according to claim 4, characterized in that: The compensation unit includes a first capacitor, a second capacitor and a third capacitor; The first plate of the first capacitor, the first plate of the second capacitor, and the first plate of the third capacitor are respectively connected to the second ends of the multiple single-pole double-throw switches and the charging terminal, and the second plate of the first capacitor, the second plate of the second capacitor, and the second plate of the third capacitor are connected to each other and to the third end of the third switch unit.

7. The power control system according to any one of claims 2 to 6, characterized in that: The power control system further includes: A filter module, one end of the filter module is connected to the charging terminal, and the other end of the filter module is connected to the second end of the first switch unit and the dual-switch correction module.

8. A vehicle, characterized in that: The vehicle includes a high-voltage battery, a low-voltage battery, and a power control system according to any one of claims 1 to 7, and the power control system is connected to the high-voltage battery and the low-voltage battery, respectively.

Images