Power control system and vehicle

Abstract

The invention provides a power control system and a vehicle, and belongs to the technical field of vehicles, and the power control system comprises a motor module, a single-switch correction module, a rectification module and a control module; the control module acquires current information of the charging terminal and controls the power control system to work in a first or second working mode based on the current information; in the first working mode, the motor module and the branch where the charging terminal is located are disconnected, the single-switch correction module and the rectification module are bypassed, and the high-voltage battery outputs voltage to the motor module; in the second working mode, the motor module is communicated with a branch where the charging terminal is located, the motor module and the single-switch correction module form a power factor correction circuit, the rectification module works, and the charging terminal outputs voltage to the high-voltage battery. According to the system, charging and driving can be achieved, the manufacturing cost is reduced, the occupied area of the system in the vehicle is reduced, the size of the vehicle is reduced, the weight of the vehicle is reduced, and then the power density level of the vehicle is improved.

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 widely used in various fields to replace traditional diesel vehicles due to their environmental advantages. 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 the vehicle to operate normally; when the vehicle is in charging mode, an off-board charging system or an on-board charger (On-Board Charger, OBC) 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 manufacturing cost. 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 systems that operate independently of each other, 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, which is applied to a vehicle, the vehicle is equipped with a charging terminal, and the power control system includes a motor module, a single-switch correction module, a rectifier module and a control module; the single-switch correction module is connected to the motor module; the rectifier module is connected to the single-switch correction module and a high-voltage battery; the control module is connected to the motor module, the single-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 single-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 single-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 single-switch correction module and the rectifier module.

[0006] In the above technical solution, the control module can obtain the current information of the charging terminal in real time, so as to determine the working mode of the power control system based on the current information, and correspondingly adjust the on-off state of the branch where the motor module and the charging terminal are located and the working state of the rectifier module, so as to realize the adjustment and control of the working mode of the power control system, and the adjustment flexibility is high. In this way, the present application can realize charging and driving based on a set of power control systems, without the need to set up independently operated drive systems and charging systems, thereby reducing the production cost, and at the same time reducing the occupied area of ​​the power control system in the vehicle, thereby reducing the volume of the vehicle, reducing the weight of the vehicle, and then improving the power density level, efficiency and performance of the vehicle. Moreover, in the first working mode and the second working mode, the motor module 11 is in a working state, which improves the utilization rate of the motor module. Secondly, in the second working mode, the motor module will form a PFC circuit with the single-switch correction module to 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 energy utilization.

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

[0008] In the above technical solution, in different working modes, the control module can control the single switch correction module to be bypassed or working by controlling the on and off states of the first switch unit and the second switch unit, so as to realize precise control of the single switch correction module. Secondly, in the second working mode, the control module controls the intermittent conduction of the second switch unit, which can control 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 correcting the power factor, and the switching action of the intermittent conduction of the second switch unit can effectively reduce the harmonic components in the input current, so as to reduce the loss of the power grid.

[0009] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, the first switch unit includes any one of a hardware switch, a metal oxide semiconductor field effect transistor, a triode, an insulated gate bipolar transistor or a relay; and / or the second switch unit includes any one of a hardware switch, a metal oxide semiconductor field effect transistor, a triode, an insulated gate bipolar transistor or a relay.

[0010] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, the single-switch correction module also includes a diode, an anode of the diode is connected to the first end of the second switch unit and the first end of the first switch unit, and a cathode of the diode is connected to the second end of the first switch unit and the first end of the rectifier module.

[0011] In the above technical solution, the diode has a unidirectional conductive characteristic. When the second switch tube is intermittently turned on in the second working mode, the diode can avoid the reverse current and voltage spikes in the circuit, which may cause damage to the second switch tube and other components in the branch, thereby ensuring the reliability of the second switch tube and other components in the branch.

[0012] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, the motor module includes a driving motor, a motor control unit and a third switch unit; one end of the motor control unit is connected to one end of the driving motor, and the other end of the motor control unit is connected to the single switch correction module; the first end of the third switch unit is connected to the other end of the driving motor, the second end of the third switch unit is connected to the charging terminal, and the controlled end of the third switch unit is connected to the control module.

[0013] In the above technical solution, the control module controls the on-off state of the third switch unit to achieve precise control of the on-off state of the branch where the drive motor and the charging terminal are located, and the control safety and flexibility are relatively high.

[0014] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, the third switch unit includes multiple single-pole double-throw switches, the first ends of the multiple single-pole double-throw switches are connected to the other end of the drive motor, the second ends of the multiple single-pole double-throw switches are connected to the charging terminal, the third ends of the multiple single-pole double-throw switches are respectively connected to each other to form a common node, and the controlled ends of the multiple single-pole double-throw switches are 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.

[0015] In the above technical solution, when the third 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, making the power control system more compact, and further reducing the production cost.

[0016] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, the control module includes a detection unit and a main control unit; the detection unit is connected to the charging terminal, and the detection unit is used to detect the current information of the charging terminal and generate a detection signal; the main control unit is connected to the motor module, the rectifier module, the single switch correction module and the detection unit, and the main control unit is used to receive the detection signal and control the power control system to operate in the first working mode or the second working mode based on the detection signal.

[0017] In the above technical solution, the detection module can detect the current information of the charging terminal in real time and send the detection signal corresponding to the current information to the main control unit. The detection accuracy is high. The main control unit can obtain the current working mode of the power control system in real time based on the detection signal, and control the power control system to work in the corresponding working mode, with high adjustment flexibility and control accuracy.

[0018] 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 single-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 main control unit.

[0019] 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 relatively high.

[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 pre-charging module and a first capacitor; one end of the pre-charging module is connected to the positive electrode of the high-voltage battery; the first plate of the first capacitor is connected to the other end of the pre-charging module and the rectifier module, and the second plate of the first capacitor is connected to the negative electrode of the high-voltage battery.

[0021] 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 of 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

[0022] Figure 1 It is a schematic diagram of a module structure of a power control system provided in an embodiment of the present application;

[0023] Figure 2 It is a schematic diagram of the module structure of another power control system provided in an embodiment of the present application;

[0024] Figure 3 It is a schematic diagram of the module structure of another power control system provided in an embodiment of the present application;

[0025] Figure 4 It is a schematic diagram of a partial circuit structure of a power control system provided in an embodiment of the present application;

[0026] Figure 5 is a schematic diagram of a circuit structure of a power control system provided in an embodiment of the present application;

[0027] Figure 6 is a schematic diagram of the circuit structure of another power control system provided in an embodiment of the present application;

[0028] Figure 7 It is a circuit structure diagram of another power control system provided in an embodiment of the present application;

[0029] Figure 8 It is a circuit structure diagram of another power control system provided in an embodiment of the present application;

[0030] Fig. 9 It is a circuit structure diagram of another power control system provided in an embodiment of the present application;

[0031] Fig.10 It is a circuit structure diagram of another power control system provided in an embodiment of the present application;

[0032] Fig.11 It is a circuit structure diagram of another power control system provided in an embodiment of the present application;

[0033] Fig.12 It is a circuit structure diagram of another power control system provided in an embodiment of the present application;

[0034] Fig.13 It is a schematic diagram of a partial circuit structure of another power control system provided in an embodiment of the present application;

[0035] Fig.14 It is a schematic diagram of a partial circuit structure of another power control system provided in an embodiment of the present application;

[0036] Fig.15It is a schematic diagram of a partial circuit structure of another power control system provided in an embodiment of the present application;

[0037] Fig.16 It is a schematic diagram of a partial circuit structure of another power control system provided in an embodiment of the present application.

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

[0039] 1. Power control system; 11. Motor module; 111. Drive motor; 112. Motor control unit; 113. Third switch unit; 12. Single switch correction module; 121. First switch unit; 122. Second switch unit; 13. Rectification module; 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. Filter module; 16. DC conversion module; 17. Pre-charge module; 2. High-voltage battery; 3. Charging terminal; A. Common node; SW. First 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; D. Diode; T. Transformer; B. Connection point; C1. First capacitor; C2. Second capacitor. DETAILED DESCRIPTION

[0040] The technical solution in the present application will be described clearly and in detail below in conjunction with the accompanying drawings. In the description of the embodiments of the present 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 the present application, "multiple" means two or more than two.

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

[0042] At present, new energy vehicles are widely used in various scenarios instead of 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, which is more environmentally friendly. At the same time, new energy vehicles are intelligent, have higher energy efficiency conversion rate and lower maintenance cost, so more and more people are starting to use new energy vehicles as a means of transportation. New energy vehicles are usually equipped with power batteries to provide power sources for vehicles and drive motors. For example, the power battery will output direct current to the motor, and the motor controller (Motor Control Unit, MCU) will convert the direct current provided by the power battery into three-phase alternating current for the drive motor according to the target torque and speed sent by the vehicle control unit (VCU), so as to control the motor to complete functions such as starting, acceleration and deceleration, braking, energy recovery, etc., so as to ensure the normal operation of the vehicle.

[0043] New energy vehicles are usually equipped with two electrical systems, high voltage and low voltage. Among them, the high voltage electrical system is equipped with a high voltage battery (such as a power battery), which 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 direct current 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 part of the motor controller, vehicle controller, battery management system (BMS), electronic control unit (ECU) corresponding to the on-board charger, 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 a power source so that the vehicle can operate normally; when the vehicle is in charging mode, an off-board charging system or an 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 fixed places such as parking lots and garages. The off-board charging system can output direct current to charge the high-voltage battery, and the charging speed is fast, but the charging place is limited. In order to make charging more convenient, the 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 direct current to charge the high-voltage battery. The charging power level is low, and the charging time is long. It is usually only suitable for vehicles in an idle state.

[0045] At present, the driving system and charging system corresponding to the driving mode and charging mode in the vehicle in the related technology are two systems that operate independently of each other, that is, the inverter, motor, motor controller and other components in the vehicle operate in the driving mode. When the high-voltage battery is insufficient, the high-voltage battery is charged by the charging system (that is, an independent on-board charging system), and the DC converter is the same. In this way, the driving system and the charging system occupy a large area in the vehicle, resulting in an increase in the size, weight and production cost of the vehicle, and at this time, a greater driving force is required to achieve the same acceleration or driving performance, which leads to a lower power density level of the vehicle.

[0046] To this end, the embodiment of the present application provides a power control system and a vehicle to realize charging and driving based on a set of power control systems, without the need to set up independently operated drive systems and charging systems, thereby reducing the manufacturing cost and reducing the area occupied by the power control system in the vehicle, thereby reducing the size of the vehicle, reducing the weight of the vehicle, and thus improving the power density level, efficiency and performance of the vehicle. Secondly, the power control system can also correct the power factor to reduce the loss of reactive power, 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 present application embodiment 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 arranged in the vehicle, and 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 through 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 make 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 single switch correction module 12, a rectifier module 13 and a control module 14, the single switch correction module 11 is connected to the motor module 11, the rectifier module 13 is connected to the single switch correction module 12 and the high-voltage battery 2, and the control module 14 is connected to the motor module 11, the single 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 the current information of the charging terminal 3, and determine the working mode that the power control system 1 currently needs to execute based on the current information, so as to control the power control system 1 to work in the corresponding working mode, thereby ensuring the working reliability of the power control system 1. Here, it is worth noting that the working mode of the power control system 1 generally includes a first working mode and a second working mode, wherein the first working 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 to work; the second working mode is a charging mode, in which the high-voltage battery 2 needs to be charged via the charging terminal 3.

[0052] Exemplarily, when the current information acquired by the control module 14 indicates that there is no current in the charging terminal 3 at this time, the control module 14 determines that the charging terminal 3 is not connected to the charging power source at this time based on the current information, that is, at this time, the control module 14 determines that the power control system 1 currently needs to execute the first working mode (i.e., the driving mode). In the first working mode, the control module 14 controls the motor module 11 to be disconnected from the branch where the charging terminal 3 is located, and controls the single switch correction module 12 and the rectifier module 13 to be bypassed, so that the high-voltage battery 2 can output voltage to the motor module 11, so that the power control system 1 works in the first working mode.

[0053] Exemplarily, when the current information acquired by the control module 14 indicates that there is current in the charging terminal 3 at this time, the control module 14 determines that the charging terminal 3 is connected to the charging power source at this time according to the current information, that is, at this time, the control module 14 determines that the power control system 1 currently needs to execute the second working mode (i.e., the charging mode). In the second working mode, the control module 14 controls the motor module 11 to be connected to the branch where the charging terminal 3 is located, and controls the single switch correction module 12 and the rectifier module 13 to work at the same time, and the charging terminal 3 outputs voltage to the high-voltage battery 2 through the motor module 11, the single switch correction module 12, and the rectifier module 13, so that the power control system 1 works in the second working 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 correspondingly adjust the on-off state of the branch where the motor module 11 and the charging terminal 3 are located and the working state of the rectifier module 13, so as to realize the adjustment and control of the working mode of the power control system 1, and the adjustment flexibility is high. In this way, the present application can realize charging and driving based on a set of power control system 1, without setting up an independently operated drive system and charging system, reducing the production cost, and at the same time reducing the occupied area of ​​the power control system 1 in the vehicle, thereby reducing the volume of the vehicle, reducing the weight of the vehicle, and then improving the power density level, efficiency and performance of the vehicle. Moreover, in the first working mode and the second working mode, the motor module 11 is in a working state, which improves the utilization rate of the motor module 11.

[0055] Here, 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, and 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, a power factor correction (PFC) circuit is also formed in the power control system 1 provided in the present application. In the second working mode, when the control module 14 controls the single switch correction module 12 to work, the single switch correction module 12 provided in 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 single 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 single-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, and 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 single-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 to improve 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 rectifier module 13, the single switch correction module 12 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 working mode of the power control system 1 based on different detection signals, and control the power control system 1 to work in the corresponding working 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. The detection accuracy is high. The main control unit 142 can obtain the current working mode of the power control system 1 in real time based on the detection signal, and control the power control system 1 to work in the corresponding working mode. The adjustment flexibility and control accuracy are high.

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

[0060] In one example, if Figure 4 As shown, the motor module 11 includes a driving motor 111 and a motor control unit 112, one end of the motor control unit 112 is connected to one end of the driving motor 111, and the other end of the motor control unit 112 is connected to the single switch correction module 12, and the driving motor 111 and the motor control unit 112 are both connected to the control module 14.

[0061] Exemplarily, in the first working mode, the drive motor 111 is disconnected from the branch where the charging terminal 3 is located, the single switch correction 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 will convert the DC power provided by the high-voltage battery 2 into three-phase AC power that meets the operation of the drive motor 111 according to the target torque and speed sent by the control module 14, so as to control 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 working mode, the drive motor 111 is connected to the branch where the charging terminal 3 is located, the single switch correction module 12 and the rectifier module 13 work, and the single switch correction module 12, the drive motor 111 and the motor control unit 112 together constitute a PFC circuit. At this time, the AC power supply will output voltage to the high-voltage battery 2 through the charging terminal 3, the drive motor 111, the motor control unit 112, the single switch correction module 12, and the rectifier module 13 to realize the charging of the high-voltage battery 2. In this example, the drive motor 111 and the motor control unit 112 both participate in the first working mode and the second working mode, thereby improving the utilization of the drive motor 111 and the motor control unit 112 .

[0062] Among them, Figure 4 As shown, the drive motor 111 includes a three-phase winding (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 winding (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 single-switch correction module 12 to form a PFC circuit to correct the power factor, thereby reducing the loss of reactive power and improving 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 energy utilization rate.

[0063] It is worth noting that in this example, when the AC power supply is a three-phase AC power supply, the three-phase windings (Lu, Lv, Lw), the multiple IGBTs corresponding to the three-phase windings (Lu, Lv, Lw), and the single switch correction module 12 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), the multiple IGBTs corresponding to the windings (Lu, Lv), and the single switch correction module 12 participate in the PFC function, and the multiple IGBTs here refer to the two half-bridges connected to the two windings (Lu, Lv) in the motor control unit 112. This application does not make specific restrictions on this.

[0064] The IGBT in the motor control unit 112 can support large current and high voltage and is easy to switch. When the switch unit in the motor control unit 112 is an IGBT, the stability of the current on the connection line between the IGBT and the drive motor 111 can be ensured. At the same time, since the IGBT is easy to switch and easy to operate, it has a 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 make specific restrictions on this.

[0065] In order to achieve precise control of multiple IGBTs in the motor control unit 112, in one example, Figure 4 As shown, the control module 14 may include a main control unit 142 and a first drive unit 143. The first drive unit 143 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, and realize precise control of multiple IGBTs through the first drive unit 143 to ensure the reliability of the power control system 1 working in the corresponding working mode.

[0066] Optionally, the main control unit 142 may be a microcontroller unit (MCU), or may reuse other control units in the vehicle, to which the present application does not impose any specific limitation.

[0067] 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 5 As shown, the motor module 11 further includes a third switch unit 113, a first end of the third switch unit 113 is connected to the other end of the drive motor 111 (such as Figure 5The three-phase winding shown is connected to one end away from the motor control unit 112), the second end of the third switch unit 113 is connected to the charging terminal 3, and the controlled end of the third switch unit 113 is connected to the control module 14. In this example, the control module 14 controls the on-off state of the third switch unit 113 to achieve precise control of the on-off of the branch where the drive motor 111 and the charging terminal 3 are located, and the control safety and flexibility are high.

[0068] For example, Figure 6 As shown, the third switch unit 113 includes a plurality of single-pole double-throw switches (SPDT), and the first ends of the plurality of single-pole double-throw switches SPDT (i.e., Figure 6 The circle “○” shown in the figure is connected to the other end of the drive motor 111, and the second ends of the multiple single-pole double-throw switches SPDT (i.e. Figure 6 The triangle “△” shown in FIG. 1 is connected to the charging terminal 3, and the third terminals of the multiple single-pole double-throw switches SPDT (i.e., Figure 6 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 6 As 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 third 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).

[0069] Among them, in the first working mode, the control module 14 controls the first end of the single-pole double-throw switch SPDT to be connected with 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 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 with 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 multiple IGBTs in the motor control unit 112 and the single-switch correction module 12, constitutes 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 third 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 manufacturing cost.

[0070] In order to achieve precise control of multiple single-pole double-throw switches SPDT in the third switch unit 113, in one example, Figure 6 As shown, the control module 14 may also include a second drive unit 144, which is connected to the main control unit 142 and the third 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 third switch unit 113. The main control unit 142 can determine the working mode of the power control system 1 based on the acquired current information, 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.

[0071] In one example, if Figure 7 As shown, the power control system 1 may also include a filter module 15, one end of the filter module 15 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. The AC power may be disturbed during transmission, generating harmonics. The filter module 15 can filter out these high-frequency harmonics to reduce the distortion of the voltage and current waveforms, thereby protecting other electrical equipment in the power control system 1 from damage. At the same time, the filter module 15 can also effectively suppress and filter out the electromagnetic interference signals generated in the circuit of the power control system 1, protecting other sensitive electronic equipment inside the vehicle from the influence of external electromagnetic noise.

[0072] Optionally, the filtering module 15 may be an electromagnetic interference filter (EMI filter) or other circuits or devices capable of achieving the above functions, and the present application does not impose any specific limitation on this.

[0073] In order to achieve flexible control of the working state of the single switch correction module 12, in one example, please refer to Figure 8 and Fig. 9 The single switch correction module 12 includes a first switch unit 121 and a second switch unit 122. The first end of the first switch unit 121 is connected to the first end of the motor module 11, the second end of the first switch unit 121 is connected to the first end of the rectifier module 13, the controlled end of the first switch unit 121 is connected to the control module 14, the first end of the second switch unit 122 is connected to the first end of the first switch unit 121 and the first end of the motor module 11, the second end of the second switch unit 122 is connected to the second end of the motor module 11 and the second end of the rectifier module 13, and the controlled end of the second switch unit 122 is connected to the control module 14. Fig. 9 As shown, when the motor module 11 includes a driving motor 111 and a motor control unit 112 , the first end of the first switch unit 121 and the second switch unit 122 are connected to the motor control unit 112 .

[0074] Exemplarily, in the first working mode, the drive motor 111 is disconnected from the branch where the charging terminal 3 is located, and the control module 14 controls the first switch unit 121 to be turned on and the second switch unit 122 to be turned off, so that the single switch correction module 12 is bypassed, and the high-voltage battery 2 outputs voltage to the drive motor 111 through the motor control unit 112, so that the vehicle can operate normally. In the second working mode, the drive motor 111 is connected to the branch where the charging terminal 3 is located, and the control module 14 controls the first switch unit 121 to be turned off and the second switch unit 122 to be intermittently turned on, so that the single switch correction module 12, the drive motor 111 and the motor control unit 112 together constitute a PFC circuit. At this time, the AC power supply will output voltage to the high-voltage battery 2 through the charging terminal 3, the drive motor 111, the motor control unit 112, the second switch unit 122, and the rectifier module 13 to realize the charging of the high-voltage battery 2.

[0075] In this example, in different working modes, the control module 14 can control the single switch correction module 12 to be bypassed or working by controlling the on and off states of the first switch unit 121 and the second switch unit 122, so as to achieve precise control of the single switch correction module 12. Secondly, in the second working mode, the control module 14 controls the intermittent conduction of the second switch unit 122, which can control 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 correcting the power factor, and the switching action of the intermittent conduction of the second switch unit 122 can effectively reduce the harmonic components in the input current, so as to reduce the loss of the power grid.

[0076] In order to achieve precise control of the first switch unit 121 and the second switch unit 122, in one example, Fig. 9 As shown, the control module 14 may further include a third drive unit 145, and the third drive unit 145 is connected to the main control unit 142, the controlled end of the first switch unit 121, and the controlled end of the second switch unit 122. The main control unit 142 may determine the working mode of the power control system 1 based on the current information, and realize precise control of the first switch unit 121 and the second switch unit 122 through the third drive unit 145, so that the single switch correction module 12 is bypassed or the single switch correction module 12 is operated, so as to ensure the reliability of the power control system 1 operating in the corresponding working mode.

[0077] Optionally, the first switch unit 121 can be any one of a hardware 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. The first switch unit 121 can also be other devices or circuits that can achieve on-off functions, and the present application does not make any specific restrictions on this.

[0078] Optionally, the second switch unit 122 may be a hardware switch, a MOS field effect transistor, a triode, an insulated gate bipolar transistor, a relay, or other devices or circuits capable of realizing on-off functions, and the present application does not impose any specific limitation on this.

[0079] For example, Fig.10As shown, the first switch unit 121 includes a first switch tube Q1, which is an NMOS, and the second switch unit 122 includes a second switch tube Q2, which is an NMOS. The source of the first switch tube Q1 is connected to the drain of the second switch tube Q2 and the motor control unit 112, the drain of the first switch tube Q1 is connected to the first end of the rectifier module 13, the gate of the first switch tube Q1 is connected to the third drive unit 145, the drain of the second switch tube Q2 is connected to the motor control unit 112 and the second end of the rectifier module 13, and the gate of the second switch tube Q2 is connected to the third drive unit 145.

[0080] For example, Fig.11 As shown, the first switch unit 121 includes a first switch SW, the second switch unit 122 includes a second switch tube Q2, the second switch tube Q2 is NMOS, the first end of the first switch SW is connected to the drain of the second switch tube Q2 and the motor control unit 112, the second end of the first switch SW is connected to the first end of the rectifier module 13, the controlled end of the first switch SW is connected to the third drive unit 145, the drain of the second switch tube Q2 is connected to the motor control unit 112 and the second end of the rectifier module 13, and the gate of the second switch tube Q2 is connected to the third drive unit 145.

[0081] In this example, Fig.11 As shown, the single switch correction module 12 may further include a diode D, the anode of the diode D is connected to the first end of the second switch unit 122 (i.e., the drain of the second switch tube Q2) and the first end of the first switch unit 121 (i.e., the first end of the first switch SW), and the cathode of the diode D is connected to the second end of the first switch unit 121 (i.e., the second end of the first switch SW) and the first end of the rectifier module 13. The diode D has a unidirectional conductive characteristic. When the second switch tube Q2 is intermittently turned on in the second working mode, the diode D can avoid the problem of reverse current and voltage spikes in the circuit, which may cause damage to the second switch tube Q2 and other components on the branch where it is located, so as to ensure the reliability of the use of the second switch tube Q2 and other components on the branch where it is located.

[0082] In order to achieve flexible control of the working state of the rectifier module 13, in one example, Fig.12 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 single-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, and the controlled end of the fourth switch unit 132 is connected to the main control unit 142.

[0083] In order to achieve accurate control of the fourth switch unit 132, as Fig.12 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.

[0084] Among them, in the first working mode, the main control unit 142 controls the fourth switch unit 132 to be turned on, so that the full-bridge topology unit 131 is bypassed, 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 working mode, the main control unit 142 controls the fourth switch unit 132 to be turned off, and the full-bridge topology unit 131 works, 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 working state of the full-bridge topology unit 131 by controlling the on and off of the fourth switch unit 132, and the control safety and flexibility are high.

[0085] Optional, such as Fig.12 As shown, the full-bridge topology unit 131 can be a full-bridge circuit (Full Bridge), which is composed of four switching devices, and the four switching devices are symmetrically arranged between the positive and negative poles of the high-voltage battery 2 to achieve bidirectional conversion of electric energy, wherein the controlled ends of the four switching devices are all connected to the fourth driving unit 146.

[0086] The vehicle is also generally 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, Fig.13 As shown, the power control system 1 also includes a transformer T and a DC conversion module 16, the primary coil of the transformer T is connected to the fifth end and the sixth end of the full-bridge topology unit 131, one end of the DC conversion module 16 is connected to the secondary coil of the transformer T, and the other end of the DC conversion module 16 is connected to the low-voltage battery 4.

[0087] Among them, in the first working mode, the control module 14 controls the drive motor 111 to be disconnected from the branch where the charging terminal 3 is located, and the drive motor 111 operates normally as a motor. The control module 14 controls the first switch unit 121 and the fourth switch unit 132 to be turned on, and the second switch unit 122 to be turned off, so that the full-bridge topology unit 131 of the single-switch correction module 12 is bypassed. The high-voltage battery 2 outputs voltage to the drive motor 111 through the fourth switch unit 132 and the first switch unit 121. At the same time, the motor control unit 112 will convert the DC power provided by the high-voltage battery 2 into a three-phase AC power that meets the operation of the drive motor 111 according to the target torque and speed sent by the first drive unit 143, so as to control the drive motor 111 to complete functions such as starting, acceleration and deceleration, braking, energy recovery, etc., so as to ensure the normal operation of the vehicle. At this time, 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 forms a phase-shifted full-bridge circuit with the transformer T and the DC conversion module 16 to charge the low-voltage battery 4.

[0088] 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 first switch unit 121 to be turned off and controls the second switch unit 122 to be intermittently turned on. At this time, the three-phase winding (Lu, Lv, Lw) serves as an inductor and together with the multiple IGBTs in the motor control unit 112 and the second switch unit 122, constitutes 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 match the converted DC power with the ideal charging voltage of the high-voltage battery 2, the DC power will achieve voltage matching through 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, so as to avoid the problem of overcharging or undercharging of the voltage provided by the external AC power supply, and ensure the charging reliability of the high-voltage battery 2.

[0089] Here, it is worth mentioning 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 third switch unit 113, the first switch unit 121, the second 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 third switch unit 113, the first switch unit 121, the second switch unit 122, the fourth switch unit 132 and the full-bridge topology unit 131 can work in the current working mode, which will not be repeated here.

[0090] In one example, if Fig.14 As shown, the DC conversion module 16 may include a step-down unit 161, a third switch tube Q3 and a fourth switch tube Q4. The first end of the step-down unit 161 is connected to the low-voltage battery 4, the first end of the third switch tube Q3 is connected to the second end of the step-down unit 161, the second end of the third switch tube Q3 is connected to the secondary coil of the transformer T, the controlled end of the third switch tube Q3 is connected to the control module 14, the first end of the fourth switch tube Q4 is connected to the first end of the third switch tube Q3 and the second end of the step-down unit 161, 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.

[0091] In order to avoid the problem of charging failure of the low-voltage battery 4 caused by 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, the transformer T provided in the present application has a transformation ratio value set to a higher value, that is, the turns ratio between the primary and secondary of the transformer T is designed to be relatively large. To ensure that under the lowest voltage received by the primary coil of the transformer T, after the boosting effect of the transformer T, the voltage of the secondary coil can still reach or exceed the minimum working voltage required by the low-voltage battery 4 connected thereto, for example, so that the voltage value of the connection point B of the third switch tube Q3 and the fourth switch tube Q4 in the second working mode is not less than the voltage required for charging the low-voltage battery 4. If the voltage of the transformer T after the boost is too high, the voltage can be reduced to a voltage that meets the working voltage of the low-voltage battery 4 through the step-down unit 161 to achieve voltage matching. 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 equipment being unable 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.

[0092] In this example, the power control system 1 provided in the present application can reliably supply power to the low-voltage battery 4 and low-voltage electrical equipment while completing the driving mode and 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.

[0093] For example, Fig.14 As shown, the step-down unit 161 can be a step-down converter (BUCK), which includes a second capacitor C2, an inductor L, a fifth switch tube Q5 and a sixth switch tube Q6. The first plate of the second capacitor C2 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 fifth switch tube Q5 and the first end of the sixth switch tube Q6, the second end of the fifth switch tube Q5 is connected to the first end of the third switch tube Q3 and the first end of the fourth switch tube Q4, and the second end of the sixth switch tube Q6 is connected to the secondary coil of the transformer T, the second plate of the second capacitor C2 and the low-voltage battery 4.

[0094] In the first working mode, the control module 14 controls the fifth switch tube Q5 and the sixth switch tube Q6 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 third switch tube Q3 and the fourth switch tube Q4 to charge the low-voltage battery 4.

[0095] In order to achieve precise control of the on / off of the third switch tube Q3, the fourth switch tube Q4, the fifth switch tube Q5 and the sixth switch tube Q6 in the DC conversion module 16, in one example, Fig.14 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 16. Here, it can be understood that the fifth drive unit 147 is connected to the controlled ends of the third switch tube Q3, the fourth switch tube Q4, the fifth switch tube Q5 and the sixth switch tube Q6 in the DC conversion module 16. 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 third switch tube Q3, the fourth switch tube Q4, the fifth switch tube Q5 and the sixth switch tube Q6 through the fifth drive unit 147 to ensure the reliability of the power control system 1 operating in the corresponding working mode.

[0096] Optionally, the third switch tube Q3, the fourth switch tube Q4, the fifth switch tube Q5 and the sixth switch tube Q6 and the switches in the other modules / units mentioned above 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 make any specific restrictions on this.

[0097] Optionally, the DC conversion module 16 may also use other circuits that can achieve the above functions, and this application does not make any specific restrictions on this.

[0098] In one example, if Fig.15 As shown, the power control system 1 also includes a pre-charging module 17 and a first capacitor C1, one end of the pre-charging module 17 is connected to the positive electrode of the high-voltage battery 2, the first plate of the first capacitor C1 is connected to the other end of the pre-charging module 17 and the rectifier module 13, and the second plate of the first capacitor C1 is connected to the negative electrode of the high-voltage battery 2.

[0099] Among them, the first capacitor C1 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, which may cause the bus capacitor to be burned or even trip, the pre-charging module 17 provided in the present application can pre-charge the first capacitor C1 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.

[0100] In one example, if Fig.16As shown, the pre-charging module 17 includes a resistor R, a fifth switch unit 171 and a sixth switch unit 172, 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 171 is connected to the other end of the resistor R, the second end of the fifth switch unit 171 is connected to the first plate of the first capacitor C1, the controlled end of the fifth switch unit 171 is connected to the control module 14 (not shown in the figure), the first end of the sixth switch unit 172 is connected to the positive electrode of the high-voltage battery 2, the second end of the sixth switch unit 172 is connected to the first plate of the first capacitor C1 and the rectifier module 12, and the controlled end of the sixth switch unit 172 is connected to the control module 14 (not shown in the figure).

[0101] In the first working mode and the second working mode, the control module 14 controls the fifth switch unit 171 to be turned on and the sixth switch unit 172 to be turned off, so that the high-voltage battery 2 pre-charges the first capacitor C1 through the resistor R and the fifth switch unit 171. At this time, the voltage output by the high-voltage battery 2 is pre-charged and current-limited through the resistor R and then flows to the first capacitor C1. When the pre-charging is completed, the control module 14 first controls the fifth switch unit 171 to be turned off and the sixth switch unit 172 to be turned on, and then controls the on and off of the corresponding switch according to the current working mode.

[0102] In order to achieve precise control of the fifth switch unit 171 and the sixth switch unit 172, 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 171 and the controlled end of the sixth switch unit 172. 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 171 and the sixth switch unit 172 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 operation reliability of the power control system 1.

[0103] In summary, the present application can realize charging and driving based on a set of power control system 1, without setting up an independently operated drive system and charging system, reducing the manufacturing cost, and at the same time reducing the occupied area of ​​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 the first working mode and the second working mode, the motor module 11 is in a working state, which improves the utilization rate of the motor module 11. Secondly, in the second working mode, the motor module 11 and the single switch correction module 12 in the power control system 1 can form a PFC circuit to 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, and 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.

[0104] 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 assigned to 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.

[0105] In the embodiments provided in the present 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 only schematic, for example, the division of modules or units is only a logical function division, and there may be other division methods in actual implementation, 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.

[0106] The above contents are only specific implementation methods of the present application, but the protection scope of the present application is not limited thereto. Any technician familiar with the technical field can easily think of changes or substitutions within the technical scope disclosed in the present application, which should be included in the protection scope of the present application. Therefore, the protection scope of the present application should be based on the protection scope 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 comprises: Motor module; A single switch correction module, the single switch correction module is connected to the motor module; a rectifier module, the rectifier module is connected to the single switch rectification module and the high voltage battery; and, a control module, the control module being connected to the motor module, the single switch correction module, the rectifier module and the charging terminal, the control module being used to obtain current information of the charging terminal, and to control the power control system to operate in a first operating mode or a second operating mode based on the current information; Among them, 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 single-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 single-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 single-switch correction module, and the rectifier module.

2. The power control system according to claim 1, characterized in that: The single switch correction module comprises: a first switch unit, wherein a first end of the first switch unit is connected to a first end of the motor module, a second end of the first switch unit is connected to a first end of the rectifier module, and a controlled end of the first switch unit is connected to the control module; and A second switch unit, wherein a first end of the second switch unit is connected to a first end of the first switch unit and a first end of the motor module, a second end of the second switch unit is connected to a second end of the motor module and a second end of the rectifier module, and a controlled end of the second 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 any one of a hardware switch, a metal oxide semiconductor field effect transistor, an insulated gate bipolar transistor, a triode or a relay; and / or, The second switch unit includes any one of a hardware switch, a metal oxide semiconductor field effect transistor, a triode, an insulated gate bipolar transistor or a relay.

4. The power control system according to claim 2, characterized in that: The single switch correction module also includes: A diode, wherein an anode of the diode is connected to a first end of the second switch unit and a first end of the first switch unit, and a cathode of the diode is connected to a second end of the first switch unit and a first end of the rectifier module.

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

6. The power control system according to claim 5, characterized in that: The third switch unit comprises: a plurality of single-pole double-throw switches, wherein the first ends of the plurality of single-pole double-throw switches are connected to the other end of the drive motor, the second ends of the plurality of single-pole double-throw switches are connected to the charging terminal, the third ends of the plurality of single-pole double-throw switches are respectively connected to each other to form a common node, and the controlled ends of the plurality of single-pole double-throw switches are connected to the control module; Among them, in the first working mode, the control module controls the first end of the single-pole double-throw switch to be connected with 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 with the second end of the single-pole double-throw switch.

7. The power control system according to any one of claims 1 to 6, characterized in that: The control module comprises: a detection unit, the detection unit being connected to the charging terminal, the detection unit being used to detect the current information of the charging terminal and generate a detection signal; and, A main control unit, wherein the main control unit is connected to the motor module, the rectifier module, the single switch correction module and the detection unit, and the main control unit is used to receive the detection signal and control the power control system to operate in the first working mode or the second working mode based on the detection signal.

8. The power control system according to claim 7, characterized in that: The rectifier module comprises: A full-bridge topology unit, wherein 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 single-switch correction module; and A fourth switch unit, wherein a first end of the fourth switch unit is connected to a first end of the full-bridge topology unit, a second end of the fourth switch unit is connected to a third end of the full-bridge topology unit, and a controlled end of the fourth switch unit is connected to the main control unit.

9. The power control system according to claim 7, characterized in that: The power control system further includes: a pre-charging module, one end of which is connected to the positive electrode of the high-voltage battery; and A first capacitor, wherein a first electrode plate of the first capacitor is connected to the other end of the pre-charging module and the rectifier module, and a second electrode plate of the first capacitor is connected to the negative electrode of the high-voltage battery.

10. A vehicle, characterized in that: The vehicle comprises a high-voltage battery, a low-voltage battery and a power control system as described in any one of claims 1 to 9, and the power control system is connected to the high-voltage battery and the low-voltage battery, respectively.

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