Power battery system and electric automobile

Abstract

The invention discloses a power battery system and an electric vehicle. The power battery system comprises a battery pack and a high-voltage load control module. The high-voltage load control module is used for controlling a high-voltage electricity load of the vehicle; and the high-voltage load control module and the battery pack are integrated in a shell. According to the invention, the high-voltage load control module and the battery pack are integrated in the same shell and share the same space, common realization of functions is realized through multiplexing of circuits, and integration of the high-voltage electric control system and the battery pack is realized to the greatest extent on the premise that basic functions of each module are not influenced; the size of the power battery system is reduced, the internal space of the vehicle is saved, the potential safety hazard occurrence rate of a high-voltage system is reduced, the safety and reliability of the vehicle are improved, and therefore the overall performance and stability of the vehicle are better guaranteed.

Description

Technical Field

[0001] The present invention relates to the field of vehicle technology, and in particular to a power battery system and an electric vehicle. Background Art

[0002] At present, in order to improve the integration of high-voltage systems in electric vehicles, commonly used methods mainly include air-conditioning systems integrated with battery thermal management systems, system coupling under dynamic energy exchange of various subsystems of electric vehicles integrated with DC / DC converters, integration of energy feedback braking and electronic hydraulic braking for different braking and energy conversion mechanisms, and integration of battery packs and high-voltage electronic control systems.

[0003] However, the current integration of battery packs and high-voltage electronic control systems is limited by components such as relays, which results in the high-voltage electronic control system not being integrated into the battery pack. For example, due to the impact of components such as battery pack relays, AC charging relays, and low-voltage charging power savers on system integration, the current integration of battery packs and high-voltage electronic control systems is limited to placing high-voltage electronic control systems such as compressor controllers, motor control circuits, charging port circuits, and low-voltage battery charging circuits outside the battery pack, and various types of relays need to be used separately, so more effective integration cannot be achieved, which takes up a lot of space inside the car and increases the safety risks of the high-voltage system. Summary of the invention

[0004] The present invention aims to solve at least one of the technical problems existing in the prior art.

[0005] To this end, an object of the present invention is to propose a power battery system, which integrates a high-voltage load control module and a battery pack in the same shell to share the same space, realizes the common realization of functions through circuit reuse, and realizes the integration of the high-voltage electronic control system and the battery pack to the maximum extent without affecting the basic functions of each module, thereby reducing the volume of the power battery system, saving the internal space of the vehicle, helping to reduce the occurrence rate of safety hazards of the high-voltage system, improving the safety and reliability of the vehicle, and thus better ensuring the overall performance and stability of the vehicle.

[0006] To this end, another object of the present invention is to provide an electric car.

[0007] In order to achieve the above-mentioned objectives, an embodiment of the first aspect of the present invention proposes a power battery system, comprising: a battery pack and a high-voltage load control module; the high-voltage load control module is used to control the high-voltage power load of the vehicle; the high-voltage load control module and the battery pack are integrated in a shell.

[0008] According to the power battery system of the embodiment of the present invention, the high-voltage load control module and the battery pack are integrated in the same housing to share the same space, and the common functions are realized through circuit reuse. The high-voltage electronic control system and the battery pack are integrated to the maximum extent without affecting the basic functions of each module, which reduces the size of the power battery system, saves the internal space of the vehicle, helps to reduce the occurrence rate of safety hazards of the high-voltage system, improves the safety and reliability of the vehicle, and thus better ensures the overall performance and stability of the vehicle.

[0009] In addition, the power battery system according to the embodiment of the present invention may also have the following additional technical features:

[0010] In some examples, the high-voltage load control module includes: an AC charging module, the AC charging module can be connected to an AC charging port, and the AC charging module is also connected in parallel with the battery pack.

[0011] In some examples, the high voltage load control module further includes a compressor controller adapted to interface with a compressor of the vehicle.

[0012] In some examples, the high-voltage load control module further includes: a voltage reduction module adapted to be connected to a low-voltage battery of the vehicle.

[0013] In some examples, the high-voltage load control module further includes: a compressor controller, and the compressor controller is connected in parallel with the battery pack and the AC charging module respectively.

[0014] In some examples, the high-voltage load control module further includes: a step-down module, which is connected in parallel with the AC charging module.

[0015] In some examples, the high-voltage load control module further includes: a motor controller, the motor controller is adapted to be connected to a drive motor of the vehicle, and the motor controller is also connected in parallel with the battery pack.

[0016] In some examples, the battery pack is connected to a DC charging port of the vehicle.

[0017] In some examples, the AC charging module includes: a PFC (Power Factor Correction) circuit unit, a rectifier-inverter unit, a transformer and a rectifier circuit unit; the PFC unit is connected to the AC charging port; the rectifier-inverter unit is connected in parallel with the PFC unit; the primary winding of the transformer is connected to the rectifier-inverter unit; and the rectifier circuit unit is connected to the secondary winding of the transformer.

[0018] In some examples, the PFC circuit unit includes: a first thyristor, a second thyristor, a third thyristor, a fourth thyristor, a fifth thyristor and a sixth thyristor; the first end of the first thyristor is connected to the live wire of the AC charging port, and the second end of the first thyristor is respectively connected to the second end of the second thyristor and the second end of the third thyristor; the first end of the second thyristor is connected to the live wire of the AC charging port; the first end of the third thyristor is connected to the neutral wire of the AC charging port; the second end of the fourth thyristor is respectively connected to the first end of the first thyristor and the live wire of the AC charging port, and the first end of the fourth thyristor is respectively connected to the first end of the fifth thyristor and the first end of the sixth thyristor; the second end of the fifth thyristor is respectively connected to the first end of the second thyristor and the live wire of the AC charging port; the second end of the sixth thyristor is respectively connected to the first end of the third thyristor and the neutral wire of the AC charging port.

[0019] In some examples, the rectifier inverter unit includes: a seventh thyristor, an eighth thyristor, a ninth thyristor and a tenth thyristor; the first end of the seventh thyristor is respectively connected to the second end of the ninth thyristor and one end of the primary winding of the transformer, and the second end of the seventh thyristor is respectively connected to the second end of the third thyristor and the second end of the eighth thyristor; the first end of the eighth thyristor is respectively connected to the second end of the tenth thyristor and the other end of the primary winding of the transformer; the first end of the ninth thyristor is respectively connected to the first end of the sixth thyristor and the first end of the tenth thyristor.

[0020] In some examples, the rectifier circuit unit includes: an eleventh thyristor, a twelfth thyristor, a thirteenth thyristor and a fourteenth thyristor; the first end of the eleventh thyristor is respectively connected to the second end of the thirteenth thyristor and one end of the secondary winding of the transformer, and the second end of the eleventh thyristor is connected to the second end of the twelfth thyristor; the first end of the twelfth thyristor is respectively connected to the second end of the fourteenth thyristor and the other end of the secondary winding of the transformer; the first end of the thirteenth thyristor is connected to the first end of the fourteenth thyristor.

[0021] In some examples, the AC charging module also includes: a first inductor and a second inductor; one end of the first inductor is connected to the live wire of the AC charging port, and the other end of the second inductor is respectively connected to the first end of the first thyristor and the second end of the fourth thyristor; one end of the second inductor is respectively connected to the live wire of the AC charging port and one end of the first inductor, and the other end of the second inductor is respectively connected to the first end of the second thyristor and the second end of the fifth thyristor.

[0022] In some examples, the AC charging module also includes: a first capacitor, one end of which is respectively connected to the second end of the third thyristor and the second end of the seventh thyristor, and the other end of the first capacitor is respectively connected to the first end of the sixth thyristor and the first end of the ninth thyristor.

[0023] In some examples, the AC charging module also includes: a second capacitor, a third capacitor, a third inductor and a fourth inductor; the second capacitor and the third inductor are connected in series between the first end of the seventh thyristor and one end of the primary winding of the transformer; the third capacitor and the fourth inductor are connected in series between the first end of the twelfth thyristor and the other end of the secondary winding of the transformer.

[0024] In some examples, the compressor controller includes: a fifteenth thyristor, a sixteenth thyristor, a seventeenth thyristor, and an eighteenth thyristor; the first end of the fifteenth thyristor is respectively connected to the second end of the seventeenth thyristor and the second phase inductor of the compressor, and the second end of the fifteenth thyristor is respectively connected to the second end of the sixteenth thyristor, the second end of the eleventh thyristor, and the second end of the twelfth thyristor; the first end of the sixteenth thyristor is respectively connected to the second end of the eighteenth thyristor and the second phase inductor of the compressor, and the second end of the sixteenth thyristor is respectively connected to the second end of the fifteenth thyristor, the second end of the eleventh thyristor, and the second end of the twelfth thyristor The first end of the seventeenth thyristor is respectively connected to the first end of the eighteenth thyristor, the first end of the thirteenth thyristor and the first end of the fourteenth thyristor, and the second end of the seventeenth thyristor is respectively connected to the first end of the fifteenth thyristor and the second phase inductance of the compressor; the first end of the eighteenth thyristor is respectively connected to the first end of the seventeenth thyristor, the first end of the thirteenth thyristor and the first end of the fourteenth thyristor, and the second end of the eighteenth thyristor is respectively connected to the first end of the sixteenth thyristor and the third phase inductance of the compressor; the first end of the twelfth thyristor and the second end of the fourteenth thyristor are respectively connected to the first phase inductance of the compressor.

[0025] In some examples, the step-down module includes: a fifth inductor, a diode and a MOS tube; one end of the fifth inductor is connected to the positive electrode of the low-voltage battery, and the other end of the fifth inductor is respectively connected to the drain of the MOS tube and the cathode of the diode; the source of the MOS tube is respectively connected to the second end of the first thyristor, the second end of the second thyristor, the second end of the third thyristor, the second end of the seventh thyristor and the second end of the eighth thyristor; the cathode of the diode is respectively connected to the other end of the fifth inductor and the drain of the MOS tube, and the anode of the diode is respectively connected to the negative electrode of the low-voltage battery, the first end of the fourth thyristor, the first end of the fifth thyristor, the first end of the sixth thyristor, the first end of the ninth thyristor and the first end of the tenth thyristor.

[0026] In some examples, the motor controller includes: a nineteenth thyristor, a twentieth thyristor, a twenty-first thyristor, a twenty-second thyristor, a twenty-third thyristor, and a twenty-fourth thyristor; the first end of the nineteenth thyristor is respectively connected to the first phase inductance of the drive motor and the second end of the twenty-second thyristor, the second end of the nineteenth thyristor is respectively connected to the second end of the eleventh thyristor, the second end of the twelfth thyristor, the second end of the twentieth thyristor, the second end of the twenty-first thyristor and the positive electrode of the battery pack; the first end of the twentieth thyristor is respectively connected to the first phase inductance of the drive motor and the second end of the twenty-second thyristor The first end of the second thyristor is connected to the second phase inductance of the drive motor and the second end of the twenty-third thyristor, the second end of the 20th thyristor is respectively connected to the second end of the eleventh thyristor, the second end of the twelfth thyristor, the second end of the nineteenth thyristor, the second end of the twenty-first thyristor and the positive electrode of the battery pack; the first end of the twenty-first thyristor is respectively connected to the third phase inductance of the drive motor and the second end of the twenty-fourth thyristor, the second end of the twenty-first thyristor is respectively connected to the second end of the eleventh thyristor, the second end of the twelfth thyristor, the second end of the nineteenth thyristor The first end of the 22nd thyristor is respectively connected to the first end of the 13th thyristor, the first end of the 14th thyristor, the first end of the 23rd thyristor, the first end of the 24th thyristor and the negative electrode of the battery pack; the second end of the 22nd thyristor is respectively connected to the first end of the 19th thyristor and the first phase inductor of the drive motor; the first end of the 23rd thyristor is respectively connected to the first end of the 13th thyristor, the first end of the 14th thyristor, the first end of the 22nd thyristor The first end of the twenty-fourth thyristor is respectively connected to the first end of the thirteenth thyristor, the first end of the fourteenth thyristor, the first end of the twenty-second thyristor, the first end of the twenty-third thyristor and the negative electrode of the battery pack, and the second end of the twenty-fourth thyristor is respectively connected to the first end of the twenty-first thyristor and the third phase inductance of the drive motor. The first end of the twenty-fourth thyristor is respectively connected to the first end of the thirteenth thyristor, the first end of the fourteenth thyristor, the first end of the twenty-second thyristor, the first end of the twenty-third thyristor and the negative electrode of the battery pack, and the second end of the twenty-fourth thyristor is respectively connected to the first end of the twenty-first thyristor and the third phase inductance of the drive motor.

[0027] In some examples, the power battery system further includes: a fourth capacitor, wherein the fourth capacitor is connected in parallel with the AC charging module and the compressor controller, respectively.

[0028] In some examples, the motor controller also includes: a fifth capacitor, one end of the fifth capacitor is respectively connected to the second end of the nineteenth thyristor, the second end of the twentieth thyristor, and the second end of the twenty-first thyristor, and the other end of the fifth capacitor is respectively connected to the first end of the twenty-second thyristor, the first end of the twenty-third thyristor, and the first end of the twenty-fourth thyristor; the fifth capacitor is also connected in parallel with the battery pack.

[0029] In order to achieve the above-mentioned object, an embodiment of a second aspect of the present invention provides an electric vehicle, comprising a power battery system as described in the above-mentioned embodiment.

[0030] According to the electric vehicle of the present invention, the high-voltage load control module and the battery pack are integrated in the same housing to share the same space, and the functions are realized together through circuit reuse. The high-voltage electronic control system and the battery pack are integrated to the maximum extent without affecting the basic functions of each module, which reduces the volume of the power battery system, saves the internal space of the vehicle, helps to reduce the occurrence rate of safety hazards of the high-voltage system, improves the safety and reliability of the vehicle, and thus better guarantees the overall performance and stability of the vehicle.

[0031] Additional aspects and advantages of the present invention will be given in part in the following description and in part will be obvious from the following description, or will be learned through practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0032] The above and / or additional aspects and advantages of the present invention will become apparent and easily understood from the description of the embodiments in conjunction with the following drawings, in which:

[0033] Figure 1 is a structural block diagram of a power battery system according to an embodiment of the present invention;

[0034] Figure 2 is a schematic diagram of an integrated structure of a power battery system according to an embodiment of the present invention;

[0035] Figure 3 is a schematic diagram of an integrated structure of a compressor controller according to an embodiment of the present invention;

[0036] Figure 4 is a schematic diagram of the integrated structure of an AC charging module according to an embodiment of the present invention;

[0037] Figure 5 Schematic diagram of the integrated structure of a motor controller according to an embodiment of the present invention.

[0038] Reference numerals:

[0039] Power battery system-100; housing-110; battery pack-120; high-voltage load control module-130; AC charging module-140; compressor controller-150; buck module-160; motor controller-170; PFC circuit unit-141; rectifier inverter unit-142; transformer-143; rectifier circuit unit-144; MOS tube-161; diode-162; low-voltage battery-163. DETAILED DESCRIPTION

[0040] In order to be able to understand the features and technical contents of the embodiments of the present invention in more detail, the implementation of the embodiments of the present invention is described in detail below in conjunction with the accompanying drawings. The attached drawings are for reference only and are not used to limit the embodiments of the present invention. In the following technical description, for the convenience of explanation, a full understanding of the disclosed embodiments is provided through multiple details. However, one or more embodiments can still be implemented without these details. In other cases, to simplify the drawings, well-known structures and devices can be simplified for display.

[0041] Reference below Figure 1-Figure 5 A power battery system 100 and an electric vehicle according to an embodiment of the present invention are described.

[0042] Figure 1 FIG. 1 is a structural block diagram of a power battery system 100 according to an embodiment of the present invention. Figure 1 As shown, the power battery system 100 mainly includes: a battery pack 120 and a high-voltage load control module 130 .

[0043] The high-voltage load control module 130 is used to control the high-voltage power load of the vehicle.

[0044] Specifically, a high-voltage load control module 130 is provided in the power battery system 100 for controlling the high-voltage load of the vehicle, including but not limited to controlling the high-voltage loads such as the compressor and the drive motor of the vehicle. It is understandable that the high-voltage load control module 130 can realize precise control of the high-voltage load of the vehicle to ensure the safe, stable and reliable operation of the vehicle. The high-voltage load control module 130 can detect the current value in each high-voltage circuit in real time, so as to adjust and control it as needed, and can set and control the current output of the high-voltage load according to the actual needs of the vehicle, and maximize the vehicle power requirements under the premise of ensuring high efficiency and low loss. In addition, when encountering abnormal current or load, the high-voltage load control module 130 can perform measures such as automatic control to reduce the voltage to prevent the circuit from being damaged. At the same time, the high-voltage load control module 130 has high anti-interference ability and reliability when working to ensure that it can still work stably in various harsh environments. In summary, the high-voltage load control module 130 can provide a high-efficiency, high-reliability and high-precision solution for the control of the high-voltage electrical load of the vehicle, provide guarantee for the safe, reliable and efficient operation of the vehicle, and improve the safety and reliability of the vehicle.

[0045] The high-voltage load control module 130 and the battery pack 120 are integrated in a housing 110 .

[0046] Specifically, the power battery system 100 is provided with a housing 110, and the high-voltage load control module 130 and the battery pack 120 are integrated in the housing 110, thereby realizing the integration of the high-voltage load control module 130 and the battery pack 120. It can be understood that the high-voltage load control module 130 and the battery pack 120 have become a functionally complete whole. Integrating the high-voltage load control module 130 and the battery pack 120 in the same housing 110 can reduce the volume of the circuit, reduce the space occupied by the original battery electronic control system in the car, and leave more space for other functional components inside the car, thereby improving the space utilization of the whole vehicle. At the same time, the high-voltage load control module 130 and the battery pack 120 are integrated in the same housing 110, which means that the interfaces between the modules are reduced, which can reduce the failure points and improve the reliability of the whole vehicle. Furthermore, integrating the high-voltage load control module 130 and the battery pack 120 in the same housing 110 can reduce the difficulty of installing the entire module, improve production efficiency and reduce manufacturing costs. Thirdly, integrating the high-voltage load control module 130 and the battery pack 120 in the same housing 110 can further improve the integration of the high-voltage system, making the distance between the modules closer, reducing noise, and reducing or eliminating the X capacitance of the circuit, thereby reducing costs. In summary, the high-voltage load control module 130 and the battery pack 120 are integrated in the same housing 110, which improves the production efficiency and cost-effectiveness of the vehicle. At the same time, it also effectively improves the safety and reliability of the vehicle, and better guarantees the overall performance and stability of the vehicle.

[0047] Thus, the above-mentioned power battery system 100, by integrating the high-voltage load control module 130 and the battery pack 120 in the same housing 110 to share the same space, realizes the common realization of functions through circuit reuse, and realizes the integration of the high-voltage electronic control system and the battery pack 120 to the maximum extent without affecting the basic functions of each module, thereby reducing the volume of the power battery system 100, saving the internal space of the vehicle, helping to reduce the occurrence rate of safety hazards of the high-voltage system, improving the safety and reliability of the vehicle, and thus better ensuring the overall performance and stability of the vehicle.

[0048] In one embodiment of the present invention, Figure 2 As shown, the high-voltage load control module 130 includes: an AC charging module 140, which can be connected to the AC charging port, and the AC charging module 140 is also connected in parallel with the battery pack 120. In a specific embodiment, the AC charging module 140 includes, for example, a DC / OBC (Direct Current, DC converter / On-board charger, on-board charger).

[0049] Specifically, the high-voltage load control module 130 includes an AC charging module 140. The AC charging module 140 can realize connection with the AC charging port and parallel connection with the battery pack 120. It can be understood that during the charging process of the electric vehicle, the AC charging port is an interface connected to the AC charging facility (such as a charging pile). For example, the charging port can be a household socket, a public charging pile and other different connection methods. The AC charging module 140 usually has the ability to identify the type of charging port and various charging protocols so as to charge the battery correctly. In addition, the AC charging module 140 can also control the charging rate to adapt to the power of different charging facilities. After the battery pack 120 is connected in parallel with the AC charging module 140, the charging power can be processed by the AC charging module 140 and input into the battery pack 120. At the same time, the protection circuit integrated in the AC charging module 140 can also be used to ensure the safety and reliability of the battery during the charging process. In summary, the AC charging module 140 is a component of the high-voltage load control module 130, which can realize communication, control and protection with the AC charging facility. And by connecting in parallel with the battery pack 120, fast charging and maximized charging efficiency can be achieved, thereby improving charging efficiency and safety.

[0050] In one embodiment of the present invention, Figure 2 As shown, the high-voltage load control module 130 further includes: a compressor controller 150, which is suitable for connecting to a compressor of the vehicle. The compressor controller 150 is also connected in parallel with the battery pack 120 and the AC charging module 140 respectively.

[0051] Specifically, the high-voltage load control module 130 includes a compressor controller 150. The compressor controller 150 can be connected to the compressor on the vehicle, and connected in parallel with the battery pack 120 and the AC charging module 140. It can be understood that the compressor controller 150 can obtain electric energy through the battery pack 120 to monitor and manage the operating status of the compressor, such as controlling the start and stop of the compressor, the operating frequency, etc., to achieve a predetermined working effect, thereby improving the overall operating efficiency and energy saving of the vehicle.

[0052] In one embodiment of the present invention, Figure 2 As shown, the high-voltage load control module 130 also includes: a step-down module 160 , which is suitable for connecting to a low-voltage battery 163 of the vehicle for charging the low-voltage battery 163 , and the step-down module 160 is also connected in parallel with the AC charging module 140 .

[0053] Specifically, the high-voltage load control module 130 includes a step-down module 160, which can be connected to a low-voltage battery 163. The main function of the step-down module 160 is to charge the low-voltage battery 163. In a specific embodiment, the step-down module 160 includes a step-down circuit, which can specifically include a DC-DC.

[0054] In one embodiment of the present invention, Figure 2 As shown, the high-voltage load control module 130 also includes a motor controller 170, which is suitable for connecting to the drive motor of the vehicle, and the motor controller 170 is also connected in parallel with the battery pack 120. The motor controller 170 is used to control the operating state of the drive motor, and the drive motor is used to provide driving force for the vehicle to drive the vehicle.

[0055] Specifically, the high-voltage load control module 130 includes a motor controller 170, which can be connected to the vehicle's drive motor. Specifically, the motor controller 170 can monitor and manage the electric vehicle drive motor, such as controlling the start and stop and operating status of the drive motor. In addition, the motor controller 170 can monitor and record the voltage, current and other parameters of the drive motor, and issue a timely alarm when a fault occurs to avoid danger and damage to the electric vehicle and the user. It can be understood that the motor controller 170, as the core part of the vehicle system, can control and manage the power system of the electric vehicle to ensure the efficient and stable operation of the vehicle.

[0056] In one embodiment of the present invention, Figure 2 As shown, the battery pack 120 is connected to the DC charging port of the vehicle.

[0057] Specifically, the DC charging port can be connected to a DC charging pile to perform DC charging on the battery pack 120. The battery pack 120 is one of the core devices of an electric vehicle. It is responsible for storing and releasing a large amount of electrical energy to provide power supply for the vehicle. Specifically, during the use of the vehicle, the power of the battery pack 120 will gradually be consumed. When the power is insufficient, the battery pack 120 needs to be charged to ensure its stable operation. By connecting the DC charging port and the battery pack 120, the high-voltage DC power of the DC charging pile can be directly input into the battery pack 120, thereby performing DC charging on the battery pack 120. The connection method between the battery pack 120 and the DC charging port of the vehicle includes but is not limited to a plug type. The user only needs to insert the charger plug into the DC charging port of the vehicle to charge the battery pack 120.

[0058] In one embodiment of the present invention, Figure 4As shown, the AC charging module 140 includes: a PFC circuit unit 141, a rectifier inverter unit 142, a transformer 143 and a rectifier circuit unit 144; the PFC unit is connected to the AC charging port; the rectifier inverter unit 142 is connected to the PFC unit in parallel; the primary winding of the transformer 143 is connected to the rectifier inverter unit 142; and the rectifier circuit unit 144 is connected to the secondary winding of the transformer 143.

[0059] Specifically, the AC charging module 140 is a device for providing AC charging for the battery pack 120, and includes four main components: a PFC circuit unit 141, a rectifier and inverter unit 142, a transformer 143, and a rectifier circuit unit 144. Among them, the PFC circuit unit 141 is connected to the AC charging port, and is used to convert the input AC power into DC power, and perform power factor correction to improve the utilization rate of electric energy; the rectifier and inverter unit 142 is connected in parallel with the PFC circuit unit 141, and is used to convert the input DC power into AC power; the primary winding of the transformer 143 is connected to the rectifier and inverter unit 142, and is used to further transform the converted electric energy (such as step-up or step-down), and output the voltage to the rectifier circuit unit 144; the rectifier circuit unit 144 is connected to the secondary winding of the transformer 143, and is used to control the output of electric energy, so as to provide the most suitable charging current and voltage for the electric vehicle. It can be understood that the PFC circuit unit 141 is connected to the AC charging port, that is, it receives AC power input from the input port; the rectifier inverter unit 142 is connected in parallel with the PFC circuit unit 141, that is, the rectifier inverter unit 142 will obtain the input voltage from the power output of the PFC circuit unit 141; the primary winding of the transformer 143 is connected to the rectifier inverter unit 142, that is, it serves as the input of the output voltage of the rectifier inverter unit 142; the rectifier circuit unit 144 is connected to the secondary winding of the transformer 143, that is, it converts the AC power transformed by the transformer 143 into DC power, and then charges the battery pack 120. In summary, the AC charging module 140 can effectively provide AC charging services for the battery pack 120 of the electric vehicle.

[0060] In one embodiment of the present invention, Figure 4As shown, the PFC circuit unit 141 includes: a first thyristor V1, a second thyristor V2, a third thyristor V3, a fourth thyristor V4, a fifth thyristor V5 and a sixth thyristor V6; the first end of the first thyristor V1 is connected to the live wire of the AC charging port, and the second end of the first thyristor V1 is respectively connected to the second end of the second thyristor V2 and the second end of the third thyristor V3; the first end of the second thyristor V2 is connected to the live wire of the AC charging port; the first end of the third thyristor V3 is connected to the neutral wire of the AC charging port; the second end of the fourth thyristor V4 is respectively connected to the first end of the first thyristor V1 and the live wire of the AC charging port, and the first end of the fourth thyristor V4 is respectively connected to the first end of the fifth thyristor V5 and the first end of the sixth thyristor V6; the second end of the fifth thyristor V5 is respectively connected to the first end of the second thyristor V2 and the live wire of the AC charging port; the second end of the sixth thyristor V6 is respectively connected to the first end of the third thyristor V3 and the neutral wire of the AC charging port.

[0061] Specifically, the PFC circuit unit 141 is a component of the AC charging module 140 , and includes six thyristors, namely a first thyristor V1 , a second thyristor V2 , a third thyristor V3 , a fourth thyristor V4 , a fifth thyristor V5 and a sixth thyristor V6 . Specifically, the first end of the first thyristor V1 is connected to the live wire of the AC charging port, that is, the L line; the second end of the first thyristor V1 is respectively connected to the second end of the second thyristor V2 and the second end of the third thyristor V3; the first end of the second thyristor V2 is connected to the live wire of the AC charging port; the first end of the third thyristor V3 is connected to the neutral line of the AC charging port; the second end of the fourth thyristor V4 is respectively connected to the first end of the first thyristor V1 and the live wire of the AC charging port, and the first end of the fourth thyristor V4 is respectively connected to the first end of the fifth thyristor V5 and the first end of the sixth thyristor V6; the second end of the fifth thyristor V5 is respectively connected to the first end of the second thyristor V2 and the live wire of the AC charging port; the second end of the sixth thyristor V6 is respectively connected to the first end of the third thyristor V3 and the neutral line of the AC charging port, that is, the N line. This connection method can convert the input AC power into DC power, and at the same time form an anti-phase cross-winding circuit structure, so that the bidirectional AC power that appears cancels each other, eliminates the harmonic fluctuations in the power supply, reduces the impact on the power grid, improves the power factor of the charging module, and improves the utilization efficiency of electric energy. In a specific embodiment, the third end (i.e., the control end) of the first thyristor V1, the second thyristor V2, the third thyristor V3, the fourth thyristor V4, the fifth thyristor V5, and the sixth thyristor V6 are all connected to the MCU (MicroController Unit, micro control unit) of the high-voltage system (not shown in the figure), and can receive the control signal (such as PWM (Pulse Width Modulation, pulse width modulation) signal) sent by the micro control unit to conduct or shut down.

[0062] In one embodiment of the present invention, Figure 4 As shown, the rectifier inverter unit 142 includes: a seventh thyristor V7, an eighth thyristor V8, a ninth thyristor V9 and a tenth thyristor V10; the first end of the seventh thyristor V7 is respectively connected to the second end of the ninth thyristor V9 and one end of the primary winding of the transformer 143, and the second end of the seventh thyristor V7 is respectively connected to the second end of the third thyristor V3 and the second end of the eighth thyristor V8; the first end of the eighth thyristor V8 is respectively connected to the second end of the tenth thyristor V10 and the other end of the primary winding of the transformer 143; the first end of the ninth thyristor V9 is respectively connected to the first end of the sixth thyristor V6 and the first end of the tenth thyristor V10.

[0063] Specifically, the rectifier inverter unit 142 is a component of the AC charging module 140, and includes four thyristors, namely the seventh thyristor V7, the eighth thyristor V8, the ninth thyristor V9 and the tenth thyristor V10. Specifically, the first end of the seventh thyristor V7 is respectively connected to the second end of the ninth thyristor V9 and one end of the primary winding of the transformer 143, and the second end of the seventh thyristor V7 is respectively connected to the second end of the third thyristor V3 and the second end of the eighth thyristor V8; the first end of the eighth thyristor V8 is respectively connected to the second end of the tenth thyristor V10 and the other end of the primary winding of the transformer 143; the first end of the ninth thyristor V9 is respectively connected to the first end of the sixth thyristor V6 and the first end of the tenth thyristor V10. In this connection mode, the input direct current can be converted into alternating current, and the transformer 143 is arranged between the rectifier inverter unit 142 and the rectifier circuit unit 144, which plays an isolation role and effectively reduces the loss of the switching device under high-frequency power. In a specific embodiment, the third ends (i.e., control ends) of the seventh thyristor V7, the eighth thyristor V8, the ninth thyristor V9, and the tenth thyristor V10 are all connected to a micro control unit (not shown in the figure) of the high voltage system, and can receive a control signal (such as a PWM signal) sent by the micro control unit to turn on or off.

[0064] In one embodiment of the present invention, Figure 4 As shown, the rectifier circuit unit 144 includes: an eleventh thyristor V11, a twelfth thyristor V12, a thirteenth thyristor V13 and a fourteenth thyristor V14; the first end of the eleventh thyristor V11 is respectively connected to the second end of the thirteenth thyristor V13 and one end of the secondary winding of the transformer 143, and the second end of the eleventh thyristor V11 is connected to the second end of the twelfth thyristor V12; the first end of the twelfth thyristor V12 is respectively connected to the second end of the fourteenth thyristor V14 and the other end of the secondary winding of the transformer 143; the first end of the thirteenth thyristor V13 is connected to the first end of the fourteenth thyristor V14.

[0065] Specifically, the rectifier circuit unit 144 is a component of the AC charging module 140, including four thyristors, namely the eleventh thyristor V11, the twelfth thyristor V12, the thirteenth thyristor V13 and the fourteenth thyristor V14. In this circuit structure, the first end of the eleventh thyristor V11 is respectively connected to the second end of the thirteenth thyristor V13 and one end of the secondary winding of the transformer 143, and the second end of the eleventh thyristor V11 is connected to the second end of the twelfth thyristor V12; the first end of the twelfth thyristor V12 is respectively connected to the second end of the fourteenth thyristor V14 and the other end of the secondary winding of the transformer 143; the first end of the thirteenth thyristor V13 is connected to the first end of the fourteenth thyristor V14. In this connection mode, the main function of the rectifier circuit unit 144 is to convert the AC power transformed by the transformer 143 into DC power, and then charge the battery pack 120. At the same time, through the thyristor control, the current input is controlled, so that the voltage and current can be adjusted online to avoid excessive or insufficient current, and ensure the safety and stability of the charging process. In a specific embodiment, the third ends (i.e., control ends) of the eleventh thyristor V11, the twelfth thyristor V12, the thirteenth thyristor V13, and the fourteenth thyristor V14 are all connected to a micro-control unit (not shown in the figure) of the high-voltage system, and can receive a control signal (such as a PWM signal) sent by the micro-control unit to turn on or off.

[0066] In one embodiment of the present invention, Figure 4 As shown, the AC charging module 140 also includes: a first inductor L1 and a second inductor L2; one end of the first inductor L1 is connected to the live wire of the AC charging port, and the other end of the second inductor L2 is respectively connected to the first end of the first thyristor V1 and the second end of the fourth thyristor V4; one end of the second inductor L2 is respectively connected to the live wire of the AC charging port and one end of the first inductor L1, and the other end of the second inductor L2 is respectively connected to the first end of the second thyristor V2 and the second end of the fifth thyristor V5.

[0067] Specifically, the first inductor L1 and the second inductor L2 are two inductor elements of the AC charging module 140. One end of the first inductor L1 is connected to the live wire of the AC charging port, that is, the L line, and the other end of the second inductor L2 is respectively connected to the first end of the first thyristor V1 and the second end of the fourth thyristor V4; one end of the second inductor L2 is respectively connected to the live wire of the AC charging port and one end of the first inductor L1, and the other end of the second inductor L2 is respectively connected to the first end of the second thyristor V2 and the second end of the fifth thyristor V5. Among them, the first inductor L1 and the second inductor L2 are mainly used to reduce ripple, reduce the high-frequency ripple of the input current, output low ripple current, reduce the oscillation of the current, and smoothly input electric energy into the charging system. Specifically, the first inductor L1 also plays a role in current limiting. When the current suddenly increases, it will generate a reverse electromagnetic force to limit the growth of the current, thereby protecting the system. At the same time, the second inductor L2 also plays a role in smoothing the input electric energy, outputting the input electric energy smoothly, preventing the generation of voltage and current fluctuations, and ensuring the safety and reliability of the charging system.

[0068] In one embodiment of the present invention, Figure 4 As shown, the AC charging module 140 also includes: a first capacitor C1, one end of the first capacitor C1 is respectively connected to the second end of the third thyristor V3 and the second end of the seventh thyristor V7, and the other end of the first capacitor C1 is respectively connected to the first end of the sixth thyristor V6 and the first end of the ninth thyristor V9.

[0069] Specifically, the first capacitor C1 is a capacitor element in the AC charging module 140, one end of the first capacitor C1 is connected to the second end of the third thyristor V3 and the second end of the seventh thyristor V7, respectively, and the other end of the first capacitor C1 is connected to the first end of the sixth thyristor V6 and the first end of the ninth thyristor V9, respectively. Specifically, the first capacitor C1 mainly functions to filter and stabilize voltage, and ensures the stability and safety of the charging system by filtering and limiting voltage fluctuations. For example, when the input voltage suddenly changes or fluctuates, the first capacitor C1 will filter, smooth and limit it, so that the output voltage and current can be stably and safely processed, ensuring the normal operation of the AC charging system, while preventing damage to the charging equipment.

[0070] In one embodiment of the present invention, Figure 4As shown, the AC charging module 140 further includes: a second capacitor C2, a third capacitor C3, a third inductor L3 and a fourth inductor L4; the second capacitor C2 and the third inductor L3 are connected in series between the first end of the seventh thyristor V7 and one end of the primary winding of the transformer 143; the third capacitor C3 and the fourth inductor L4 are connected in series between the first end of the twelfth thyristor V12 and the other end of the secondary winding of the transformer 143. The second capacitor C2, the third inductor L3 and the third capacitor C3, the fourth inductor L4 together form a symmetrical CL-LC circuit.

[0071] Specifically, the second capacitor C2, the third capacitor C3, the third inductor L3 and the fourth inductor L4 are four capacitor and inductor elements of the AC charging module 140. Among them, the second capacitor C2 and the third inductor L3 are connected in series between the first end of the seventh thyristor V7 and one end of the primary winding of the transformer 143. The main function is to control and limit the current and voltage at the input port of the AC charging module 140, thereby ensuring that the conversion and input of electric energy can be stably and adequately guaranteed, while avoiding interference and damage to the system due to fluctuations in current and voltage. The third capacitor C3 and the fourth inductor L4 are connected in series between the first end of the twelfth thyristor V12 and the other end of the secondary winding of the transformer 143. The main function is to control and protect the current and voltage at the output port, thereby avoiding interference and damage to the charging device due to fluctuations in current and voltage, thereby ensuring the stability and safety of the charging system. It is understandable that the series connection of capacitors and inductors is mainly to avoid the resonance point of harmonics, avoid harmonic amplification and overcurrent damage to capacitors, limit the inrush current, and adjust the resonance point to the harmonic frequency, thereby filtering out harmonics.

[0072] In one embodiment of the present invention, Figure 3As shown, the compressor controller 150 includes: a fifteenth thyristor V15, a sixteenth thyristor V16, a seventeenth thyristor V17, and an eighteenth thyristor V18; the first end of the fifteenth thyristor V15 is respectively connected to the second end of the seventeenth thyristor V17 and the second phase inductor of the compressor, the second end of the fifteenth thyristor V15 is respectively connected to the second end of the sixteenth thyristor V16, the second end of the eleventh thyristor V11, and the second end of the twelfth thyristor V12; the first end of the sixteenth thyristor V16 is respectively connected to the second end of the eighteenth thyristor V18 and the second phase inductor of the compressor, the second end of the sixteenth thyristor V16 is respectively connected to the second end of the fifteenth thyristor V15, the second end of the eleventh thyristor V11, and the second end of the twelfth thyristor V12 the first end of the seventeenth thyristor V17 is respectively connected to the first end of the eighteenth thyristor V18, the first end of the thirteenth thyristor V13 and the first end of the fourteenth thyristor V14, and the second end of the seventeenth thyristor V17 is respectively connected to the first end of the fifteenth thyristor V15 and the second phase inductance of the compressor; the first end of the eighteenth thyristor V18 is respectively connected to the first end of the seventeenth thyristor V17, the first end of the thirteenth thyristor V13 and the first end of the fourteenth thyristor V14, and the second end of the eighteenth thyristor V18 is respectively connected to the first end of the sixteenth thyristor V16 and the third phase inductance of the compressor; the first end of the twelfth thyristor V12 and the second end of the fourteenth thyristor V14 are respectively connected to the first phase inductance of the compressor.

[0073] Specifically, the compressor controller 150 is mainly used to control the compressor, and the compressor controller 150 mainly includes a fifteenth thyristor V15, a sixteenth thyristor V16, a seventeenth thyristor V17, and an eighteenth thyristor V18. Specifically, the connection method adopted by the fifteenth thyristor V15, the sixteenth thyristor V16, the seventeenth thyristor V17, and the eighteenth thyristor V18 is mainly used to control and protect the operating state of the compressor. For example, the operating state of the drive motor, such as start and stop and operating power, is controlled by controlling the opening and closing of the fifteenth thyristor V15, the sixteenth thyristor V16, the seventeenth thyristor V17, the eighteenth thyristor V18, and the twelfth thyristor V12 and the fourteenth thyristor V14 shared with the AC charging module 140. When the twelfth thyristor V12, the fifteenth thyristor V15, the sixteenth thyristor V16, and / or the fourteenth thyristor V14, the seventeenth thyristor V17, and the eighteenth thyristor V18 are turned off, no current flows through the compressor and the compressor stops working. When the twelfth thyristor V12, the fifteenth thyristor V15, the sixteenth thyristor V16, and / or the fourteenth thyristor V14, the seventeenth thyristor V17, and the eighteenth thyristor V18 are normally closed according to the control signal of the micro control unit, the compressor works normally to perform cooling or heating. In a specific embodiment, the third ends (i.e., control ends) of the fifteenth thyristor V15, the sixteenth thyristor V16, the seventeenth thyristor V17, and the eighteenth thyristor V18 are all connected to the micro control unit (not shown in the figure) of the high voltage system, and can receive the control signal (such as PWM signal) sent by the micro control unit to conduct or shut down.

[0074] In one embodiment of the present invention, Figure 2As shown, the step-down module 160 includes: a fifth inductor L5, a diode 162 and a MOS tube 161; one end of the fifth inductor L5 is connected to the positive electrode of the low-voltage battery 163, and the other end of the fifth inductor L5 is respectively connected to the drain of the MOS tube 161 and the cathode of the diode 162; the source of the MOS tube 161 is respectively connected to the second end of the first thyristor V1, the second end of the second thyristor V2, the second end of the third thyristor V3, the second end of the seventh thyristor V7 and the second end of the eighth thyristor V8; the cathode of the diode 162 is respectively connected to the other end of the fifth inductor L5 and the drain of the MOS tube 161, and the anode of the diode 162 is respectively connected to the negative electrode of the low-voltage battery 163, the first end of the fourth thyristor V4, the first end of the fifth thyristor V5, the first end of the sixth thyristor V6, the first end of the ninth thyristor V9 and the first end of the tenth thyristor V10. Specifically, the step-down module 160 includes a fifth inductor L5, a diode 162 and a MOS tube 161, and its main function is to realize the step-down and voltage stabilization of the circuit, so as to ensure the stability and balance of the voltage during the charging process. Among them, one end of the fifth inductor L5 is connected to the positive electrode of the low-voltage battery 163, and the other end is respectively connected to the drain of the MOS tube 161 and the cathode of the diode 162, and the source of the MOS tube 161 is respectively connected to the second end of the first thyristor V1, the second end of the second thyristor V2, the second end of the third thyristor V3, the second end of the seventh thyristor V7 and the second end of the eighth thyristor V8; the cathode of the diode 162 is respectively connected to the other end of the fifth inductor L5 and the drain of the MOS tube 161, and the anode of the diode 162 is respectively connected to the negative electrode of the low-voltage battery 163, the first end of the fourth thyristor V4, the first end of the fifth thyristor V5, the first end of the sixth thyristor V6, the first end of the ninth thyristor V9 and the first end of the tenth thyristor V10. Through this connection mode, during the recharging process, when the MOS tube 161 in the step-down module 160 is closed, the charging system can charge the fifth inductor L5, and the fifth inductor L5 performs voltage division, thereby realizing the function of reducing the voltage of the charging system and stably charging the low-voltage battery 163. When the MOS tube 161 in the step-down module 160 is disconnected, the fifth inductor L5 can be used to supply power. The diode 162 is used to form a loop, and the current can flow back to the low-voltage battery 163 through the diode 162, thereby protecting the circuit components from damage by the current, and at the same time facilitating the effective storage of the generated electrical energy in the low-voltage battery 163, so that it can be used for power supply when needed.

[0075] In one embodiment of the present invention, Figure 5As shown, the motor controller 170 includes: a nineteenth thyristor V19, a twentieth thyristor V20, a twenty-first thyristor V21, a twenty-second thyristor V22, a twenty-third thyristor V23 and a twenty-fourth thyristor V24; a first end of the nineteenth thyristor V19 is respectively connected to the first phase inductance of the drive motor and the second end of the twenty-second thyristor V12, and a second end of the nineteenth thyristor V19 is respectively connected to the second end of the eleventh thyristor V11, the second end of the twelfth thyristor V12, the second end of the twentieth thyristor V20, the second end of the twenty-first thyristor V21 and the positive electrode of the battery pack 120; the twentieth thyristor V The first end of the 20th thyristor V20 is respectively connected to the second phase inductor of the drive motor and the second end of the 23rd thyristor V23, the second end of the 20th thyristor V20 is respectively connected to the second end of the 11th thyristor V11, the second end of the 12th thyristor V12, the second end of the 19th thyristor V19, the second end of the 21st thyristor V21 and the positive electrode of the battery pack 120; the first end of the 21st thyristor V21 is respectively connected to the third phase inductor of the drive motor and the second end of the 24th thyristor V24, the second end of the 21st thyristor V21 is respectively connected to the second end of the 11th thyristor V11, the second end of the 12th thyristor V12, the second end of the 19th thyristor V19, the second end of the 21st thyristor V21 and the positive electrode of the battery pack 120 The second end of the ninth thyristor V19, the second end of the twentieth thyristor V20 and the positive electrode of the battery pack 120 are connected; the first end of the twenty-second thyristor V22 is respectively connected to the first end of the thirteenth thyristor V13, the first end of the fourteenth thyristor V14, the first end of the twenty-third thyristor V23, the first end of the twenty-fourth thyristor V24 and the negative electrode of the battery pack 120, the second end of the twenty-second thyristor V22 is respectively connected to the first end of the nineteenth thyristor V19 and the first phase inductor of the drive motor; the first end of the twenty-third thyristor V23 is respectively connected to the first end of the thirteenth thyristor V13, the first end of the fourteenth thyristor V14, the first end of the twenty-third thyristor V23, the first end of the twenty-fourth thyristor V24 and the negative electrode of the battery pack 120. The first end of the twenty-second thyristor V22, the first end of the twenty-fourth thyristor V24 and the negative electrode of the battery pack 120 are connected, and the second end of the twenty-third thyristor V23 is respectively connected to the first end of the twentieth thyristor V20 and the second phase inductor of the drive motor; the first end of the twenty-fourth thyristor V24 is respectively connected to the first end of the thirteenth thyristor V13, the first end of the fourteenth thyristor V14, the first end of the twenty-second thyristor V22, the first end of the twenty-third thyristor V23 and the negative electrode of the battery pack 120, and the second end of the twenty-fourth thyristor V24 is respectively connected to the first end of the twenty-first thyristor V21 and the third phase inductor of the drive motor.

[0076] Specifically, the motor controller 170 includes a nineteenth thyristor V19, a twentieth thyristor V20, a twenty-first thyristor V21, a twenty-second thyristor V22, a twenty-third thyristor V23, and a twenty-fourth thyristor V24. Specifically, the connection method adopted by the nineteenth thyristor V19, the twentieth thyristor V20, the twenty-first thyristor V21, the twenty-second thyristor V22, the twenty-third thyristor V23, and the twenty-fourth thyristor V24 is mainly used to accurately and stably control the current of the drive motor, thereby ensuring the efficient, safe, stable and reliable operation of the electric vehicle drive system. For example, the operation state of the drive motor, such as start and stop and operating power, is controlled by controlling the opening and closing of the nineteenth thyristor V19, the twentieth thyristor V20, the twenty-first thyristor V21, the twenty-second thyristor V22, the twenty-third thyristor V23, and the twenty-fourth thyristor V24. When the nineteenth thyristor V19, the twentieth thyristor V20, the twenty-first thyristor V21, and / or the twenty-second thyristor V22, the twenty-third thyristor V23 and the twenty-fourth thyristor V24 are turned off, the drive motor has no current flowing through it and stops working. When the nineteenth thyristor V19, the twentieth thyristor V20, the twenty-first thyristor V21, the twenty-second thyristor V22, the twenty-third thyristor V23 and the twenty-fourth thyristor V24 are normally closed according to the control signal of the micro control unit, the drive motor works normally to drive the vehicle to travel. In a specific embodiment, the third ends (i.e., control ends) of the nineteenth thyristor V19, the twentieth thyristor V20, the twenty-first thyristor V21, the twenty-second thyristor V22, the twenty-third thyristor V23 and the twenty-fourth thyristor V24 are all connected to the micro control unit (not shown in the figure), and can receive the control signal (such as PWM signal) sent by the micro control unit to conduct or shut down.

[0077] In one embodiment of the present invention, the power battery system 100 further includes: a fourth capacitor C4, which is connected in parallel to the AC charging module 140 and the compressor controller 150 respectively.

[0078] Specifically, combined Figure 2 As shown, in the power battery system 100, a fourth capacitor C4 is also included which is connected in parallel with the AC charging module 140 and the compressor controller 150. Specifically, the AC charging module 140 and the compressor controller 150 can share the fourth capacitor C4, which is used to filter the current and control the voltage balance, thereby ensuring the stable operation of the charging device.

[0079] In one embodiment of the present invention, the motor controller 170 also includes: a fifth capacitor C5, one end of the fifth capacitor C5 is respectively connected to the second end of the nineteenth thyristor V19, the second end of the twentieth thyristor V20 and the second end of the twenty-first thyristor V21, and the other end of the fifth capacitor C5 is respectively connected to the first end of the twenty-second thyristor V22, the first end of the twenty-third thyristor V23 and the first end of the twenty-fourth thyristor V24; the fifth capacitor C5 is also connected in parallel with the battery pack 120.

[0080] Specifically, combined Figure 5 As shown, the motor controller 170 includes a fifth capacitor C5, and its connection method is mainly for filtering and voltage stabilization. By filtering and limiting voltage fluctuations, the stability and safety of the charging system are guaranteed. For example, when the voltage suddenly changes or fluctuates, the fifth capacitor C5 will filter, smooth and limit it, so that the output voltage and current can be processed stably and safely, ensuring the normal operation of the motor and the battery pack 120, while preventing damage to the motor and the battery pack 120.

[0081] In summary, according to the power battery system 100 of the embodiment of the present invention, the high-voltage load module 130 and the battery pack 120 are integrated in the same housing 110, sharing the same space, and the common realization of functions is achieved through circuit reuse and preset control algorithms, and the battery electronic control system is integrated to the maximum extent without affecting the basic functions of each module, and the passive discharge resistors of all high-voltage modules are cancelled, so that the distance between each module is closer, the noise is reduced, and the X capacitance of the circuit can be reduced or cancelled, thereby reducing costs. At the same time, the tube part of the compressor and the OBC is integrated, and the thyristor is used instead of the relay, which saves the circuit volume, improves the system integration, saves the internal space of the vehicle, reduces the incidence of safety hazards of the vehicle system, and increases the safety performance of the car in safety tests such as collision tests, thereby improving the safety and reliability of the vehicle, improving the user's driving experience, and better ensuring the overall performance and stability of the vehicle.

[0082] A further embodiment of the present invention provides an electric vehicle.

[0083] In some embodiments, the electric vehicle includes: a power battery system 100 according to any one of the above embodiments of the present invention.

[0084] According to the electric vehicle of the present invention, the high-voltage load module 130 and the battery pack 120 are integrated in the same housing 110, sharing the same space, and the common realization of functions is achieved through circuit reuse and preset control algorithms, and the battery electronic control system is integrated to the maximum extent without affecting the basic functions of each module, and the passive discharge resistors of all high-voltage modules are cancelled, so that the distance between each module is closer, the noise is reduced, and the X capacitance of the circuit can be reduced or cancelled, thereby reducing costs. At the same time, the tube part of the compressor and the OBC is integrated, and the thyristor is used instead of the relay, which saves the circuit volume, improves the system integration, saves the internal space of the vehicle, reduces the incidence of safety hazards of the vehicle system, and increases the safety performance of the vehicle in safety tests such as collision tests, thereby improving the safety and reliability of the vehicle, improving the user's driving experience, and better ensuring the overall performance and stability of the vehicle.

[0085] In the description of this specification, the description with reference to the terms "one embodiment", "some embodiments", "illustrative embodiments", "examples", "specific examples", or "some examples" means that the specific features, structures, materials, or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present invention. In this specification, the schematic representation of the above terms does not necessarily refer to the same embodiment or example.

[0086] Although the embodiments of the present invention have been shown and described, it will be appreciated by those skilled in the art that various changes, modifications, substitutions and variations may be made to the embodiments without departing from the principles and spirit of the present invention, and that the scope of the present invention is defined by the claims and their equivalents.

Claims

1. A power battery system, characterized in that: include: Battery pack and high voltage load control module; The high-voltage load control module is used to control the high-voltage electrical load of the vehicle; The high-voltage load control module and the battery pack are integrated in a housing.

2. The power battery system according to claim 1, characterized in that: The high voltage load control module comprises: An AC charging module, which can be connected to an AC charging port, and is also connected in parallel with the battery pack.

3. The power battery system according to claim 1, characterized in that: The high voltage load control module further includes: A compressor controller is adapted to be coupled to a compressor of the vehicle.

4. The power battery system according to claim 1, characterized in that: The high voltage load control module further includes: A step-down module is suitable for being connected to a low-voltage battery of the vehicle.

5. The power battery system according to claim 2, characterized in that: The high voltage load control module further includes: A compressor controller is connected in parallel with the battery pack and the AC charging module respectively.

6. The power battery system according to claim 2, characterized in that: The high voltage load control module further includes: A step-down module is connected in parallel with the AC charging module.

7. The power battery system according to claim 1, characterized in that: The high voltage load control module further includes: A motor controller, wherein the motor controller is adapted to be connected to a driving motor of the vehicle, and the motor controller is also connected in parallel with the battery pack.

8. The power battery system according to claim 1, characterized in that: The battery pack is connected to a DC charging port of the vehicle.

9. The power battery system according to claim 2, characterized in that: The AC charging module includes: a PFC circuit unit, a rectifier inverter unit, a transformer and a rectifier circuit unit; The PFC unit is connected to the AC charging port; The rectifier and inverter units are connected in parallel with the PFC unit; The primary winding of the transformer is connected to the rectifier inverter unit; The rectifying circuit unit is connected to the secondary winding of the transformer.

10. The power battery system according to claim 9, characterized in that: The PFC circuit unit comprises: a first thyristor, a second thyristor, a third thyristor, a fourth thyristor, a fifth thyristor and a sixth thyristor; The first end of the first thyristor is connected to the live wire of the AC charging port, and the second end of the first thyristor is respectively connected to the second end of the second thyristor and the second end of the third thyristor; The first end of the second thyristor is connected to the live wire of the AC charging port; The first end of the third thyristor is connected to the neutral line of the AC charging port; The second end of the fourth thyristor is respectively connected to the first end of the first thyristor and the live wire of the AC charging port, and the first end of the fourth thyristor is respectively connected to the first end of the fifth thyristor and the first end of the sixth thyristor; The second end of the fifth thyristor is respectively connected to the first end of the second thyristor and the live wire of the AC charging port; The second end of the sixth thyristor is respectively connected to the first end of the third thyristor and the neutral line of the AC charging port.

11. The power battery system according to claim 10, characterized in that: The rectifying and inverting unit comprises: a seventh thyristor, an eighth thyristor, a ninth thyristor and a tenth thyristor; The first end of the seventh thyristor is respectively connected to the second end of the ninth thyristor and one end of the primary winding of the transformer, and the second end of the seventh thyristor is respectively connected to the second end of the third thyristor and the second end of the eighth thyristor; The first end of the eighth thyristor is respectively connected to the second end of the tenth thyristor and the other end of the primary winding of the transformer; The first end of the ninth thyristor is respectively connected to the first end of the sixth thyristor and the first end of the tenth thyristor.

12. The power battery system according to claim 11, characterized in that: The rectifying circuit unit comprises: an eleventh thyristor, a twelfth thyristor, a thirteenth thyristor and a fourteenth thyristor; The first end of the eleventh thyristor is respectively connected to the second end of the thirteenth thyristor and one end of the secondary winding of the transformer, and the second end of the eleventh thyristor is connected to the second end of the twelfth thyristor; The first end of the twelfth thyristor is respectively connected to the second end of the fourteenth thyristor and the other end of the secondary winding of the transformer; The first end of the thirteenth thyristor is connected to the first end of the fourteenth thyristor.

13. The power battery system according to claim 12, characterized in that: The AC charging module further includes: a first inductor and a second inductor; One end of the first inductor is connected to the live wire of the AC charging port, and the other end of the second inductor is respectively connected to the first end of the first thyristor and the second end of the fourth thyristor; One end of the second inductor is respectively connected to the live wire of the AC charging port and one end of the first inductor, and the other end of the second inductor is respectively connected to the first end of the second thyristor and the second end of the fifth thyristor.

14. The power battery system according to claim 12, characterized in that: The AC charging module also includes: A first capacitor, one end of which is respectively connected to the second end of the third thyristor and the second end of the seventh thyristor, and the other end of which is respectively connected to the first end of the sixth thyristor and the first end of the ninth thyristor.

15. The power battery system according to claim 12, characterized in that: The AC charging module further includes: a second capacitor, a third capacitor, a third inductor and a fourth inductor; The second capacitor and the third inductor are connected in series between the first end of the seventh thyristor and one end of the primary winding of the transformer; The third capacitor and the fourth inductor are connected in series between the first end of the twelfth thyristor and the other end of the secondary winding of the transformer.

16. The power battery system according to claim 12, characterized in that: The compressor controller comprises: a fifteenth thyristor, a sixteenth thyristor, a seventeenth thyristor, and an eighteenth thyristor; The first end of the fifteenth thyristor is respectively connected to the second end of the seventeenth thyristor and the second phase inductor of the compressor, and the second end of the fifteenth thyristor is respectively connected to the second end of the sixteenth thyristor, the second end of the eleventh thyristor and the second end of the twelfth thyristor; The first end of the sixteenth thyristor is respectively connected to the second end of the eighteenth thyristor and the second phase inductor of the compressor, and the second end of the sixteenth thyristor is respectively connected to the second end of the fifteenth thyristor, the second end of the eleventh thyristor and the second end of the twelfth thyristor; The first end of the seventeenth thyristor is respectively connected to the first end of the eighteenth thyristor, the first end of the thirteenth thyristor and the first end of the fourteenth thyristor, and the second end of the seventeenth thyristor is respectively connected to the first end of the fifteenth thyristor and the second phase inductor of the compressor; The first end of the eighteenth thyristor is respectively connected to the first end of the seventeenth thyristor, the first end of the thirteenth thyristor and the first end of the fourteenth thyristor, and the second end of the eighteenth thyristor is respectively connected to the first end of the sixteenth thyristor and the third phase inductor of the compressor; The first end of the twelfth thyristor and the second end of the fourteenth thyristor are respectively connected to the first phase inductor of the compressor.

17. The power battery system according to claim 10, characterized in that: The step-down module includes: a fifth inductor, a diode and a MOS tube; One end of the fifth inductor is connected to the positive electrode of the low-voltage battery, and the other end of the fifth inductor is connected to the drain of the MOS tube and the cathode of the diode respectively; The source of the MOS tube is respectively connected to the second end of the first thyristor, the second end of the second thyristor, the second end of the third thyristor, the second end of the seventh thyristor and the second end of the eighth thyristor; The cathode of the diode is respectively connected to the other end of the fifth inductor and the drain of the MOS tube, and the anode of the diode is respectively connected to the negative electrode of the low-voltage battery, the first end of the fourth thyristor, the first end of the fifth thyristor, the first end of the sixth thyristor, the first end of the ninth thyristor and the first end of the tenth thyristor.

18. The power battery system according to claim 12, characterized in that: The motor controller comprises: a nineteenth thyristor, a twentieth thyristor, a twenty-first thyristor, a twenty-second thyristor, a twenty-third thyristor and a twenty-fourth thyristor; The first end of the nineteenth thyristor is respectively connected to the first phase inductor of the drive motor and the second end of the twenty-second thyristor, and the second end of the nineteenth thyristor is respectively connected to the second end of the eleventh thyristor, the second end of the twelfth thyristor, the second end of the twentieth thyristor, the second end of the twenty-first thyristor and the positive electrode of the battery pack; The first end of the 20th thyristor is respectively connected to the second phase inductor of the drive motor and the second end of the 23rd thyristor, and the second end of the 20th thyristor is respectively connected to the second end of the 11th thyristor, the second end of the 12th thyristor, the second end of the 19th thyristor, the second end of the 21st thyristor and the positive electrode of the battery pack; The first end of the twenty-first thyristor is respectively connected to the third phase inductor of the drive motor and the second end of the twenty-fourth thyristor, and the second end of the twenty-first thyristor is respectively connected to the second end of the eleventh thyristor, the second end of the twelfth thyristor, the second end of the nineteenth thyristor, the second end of the twentieth thyristor and the positive electrode of the battery pack; The first end of the twenty-second thyristor is respectively connected to the first end of the thirteenth thyristor, the first end of the fourteenth thyristor, the first end of the twenty-third thyristor, the first end of the twenty-fourth thyristor and the negative electrode of the battery pack, and the second end of the twenty-second thyristor is respectively connected to the first end of the nineteenth thyristor and the first phase inductor of the drive motor; The first end of the twenty-third thyristor is respectively connected to the first end of the thirteenth thyristor, the first end of the fourteenth thyristor, the first end of the twenty-second thyristor, the first end of the twenty-fourth thyristor and the negative electrode of the battery pack, and the second end of the twenty-third thyristor is respectively connected to the first end of the twentieth thyristor and the second phase inductor of the drive motor; The first end of the twenty-fourth thyristor is respectively connected to the first end of the thirteenth thyristor, the first end of the fourteenth thyristor, the first end of the twenty-second thyristor, the first end of the twenty-third thyristor and the negative electrode of the battery pack, and the second end of the twenty-fourth thyristor is respectively connected to the first end of the twenty-first thyristor and the third phase inductance of the drive motor.

19. The power battery system according to claim 18, characterized in that: The power battery system further includes: A fourth capacitor is connected in parallel with the AC charging module and the compressor controller respectively.

20. The power battery system according to claim 18, characterized in that: The motor controller further comprises: a fifth capacitor, one end of which is respectively connected to the second end of the nineteenth thyristor, the second end of the twentieth thyristor, and the second end of the twenty-first thyristor, and the other end of which is respectively connected to the first end of the twenty-second thyristor, the first end of the twenty-third thyristor, and the first end of the twenty-fourth thyristor; The fifth capacitor is also connected in parallel with the battery pack.

21. An electric vehicle, characterized in that: Comprising a power battery system as described in any one of claims 1-20.

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