Electric automobile control system and electric automobile

Abstract

The invention discloses an electric vehicle control system and an electric vehicle, and the control system comprises a charging module which is connected with a plurality of battery packs of the electric vehicle; the driving motor is connected with the plurality of battery packs; and the control module is respectively connected with the plurality of battery packs, the driving motor and the charging module, and is used for controlling the faulted battery packs to be isolated and controlling the charging module and / or the driving motor to charge the non-faulted battery packs when part of the battery packs in the plurality of battery packs are faulted. By adjusting the circuit structure of the power system of the electric vehicle, when part of the battery packs break down, other non-fault battery packs can be continuously charged without being affected, so that the problem that when part of the battery packs break down, other non-fault battery packs cannot be charged and cannot work is solved, the short-time endurance of the vehicle is ensured, and the service life of the vehicle is prolonged. And the vehicle anchoring risk is reduced, and the safety redundancy performance and reliability of the vehicle are improved.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicles, and in particular, to an electric vehicle control system and an electric vehicle. Background Art

[0002] With the promotion of energy conservation and emission reduction, the popularity of electric vehicles in the market is getting higher and higher. At present, the power systems of most electric vehicles mainly use a single battery pack to provide power, and only a few electric vehicles have power systems with two or more battery packs, and the power is provided by two or more battery packs.

[0003] For electric vehicles with two or more battery packs currently, the multiple battery packs are all connected in series. The charging method of electric vehicles generally charges all the battery packs of the power system through direct current or alternating current. When some of the battery packs fail, the faulty battery pack is equivalent to an open circuit, which will cause the entire power battery system to fail, making the other non-faulty battery packs unable to work either, such as being unable to continue providing driving force for the vehicle and unable to charge or discharge, resulting in the loss of power of the electric vehicle, the vehicle will not be able to drive normally, and the vehicle may break down, thus affecting the endurance of the electric vehicle, reducing the safety redundancy performance and reliability of the vehicle, and increasing the safety hazards during the driving process of the electric vehicle and reducing the driving safety. Summary of the Invention

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

[0005] For this reason, an object of the present invention is to provide an electric vehicle control system. By adjusting the circuit structure of the power system of the electric vehicle, when some of the battery packs fail, the other non-faulty battery packs can continue to be charged without being affected, thereby solving the problem that when some of the battery packs fail, the other non-faulty battery packs cannot be charged and cannot work.

[0006] For this reason, a second object of the present invention is to provide an electric vehicle.

[0007] To achieve the above object, an embodiment of the first aspect of the present invention discloses an electric vehicle control system, including: a charging module, the charging module is respectively connected to a plurality of battery packs of the electric vehicle; a drive motor, connected to the plurality of battery packs; a control module, the control module is respectively connected to the plurality of battery packs, the drive motor and the charging module, and is used for when some of the plurality of battery packs fail, controlling the faulty battery packs to be isolated, and controlling the charging module and / or the drive motor to charge the non-faulty battery packs.

[0008] According to the electric vehicle control system of the invention embodiment, when some of the multiple battery packs fail, the failed battery packs are controlled to be isolated, and the charging module and / or the drive motor are controlled to charge the non-failed battery packs. Thus, by adjusting the circuit structure of the power system of the electric vehicle, when some battery packs fail, other non-failed battery packs can continue to charge without being affected, thereby solving the problem that when some battery packs fail, other non-failed battery packs cannot charge and cannot work.

[0009] In addition, the electric vehicle control system according to the above embodiment of the invention may further have the following additional technical features:

[0010] In some embodiments, when some of the multiple battery packs fail, the failed battery packs are controlled to be isolated, and the non-failed battery packs are controlled to supply power to the drive motor.

[0011] In some embodiments, the control module is further configured to: when none of the multiple battery packs fails, control the power balance among the multiple battery packs.

[0012] In some embodiments, the charging module includes an AC charging unit and a DC charging unit; the multiple battery packs are respectively connected to the AC charging unit and the DC charging unit, and when each battery pack does not fail, the control module controls the AC charging unit or the DC charging unit to charge the battery pack.

[0013] In some embodiments, the multiple battery packs include a first battery pack and a second battery pack: the positive electrode of the first battery pack is respectively connected to the high-voltage electrical load of the electric vehicle and the control module through a first positive contactor, the positive electrode of the first battery pack is also connected to the positive electrode of the DC charging unit through the first positive contactor and a first contactor, and the negative electrode of the first battery pack is connected to the high-voltage electrical load through a second contactor; the positive electrode of the second battery pack is connected to the negative electrode of the first battery pack, the positive electrode of the second battery pack is also connected to the positive electrode of the AC charging unit through the second contactor, the negative electrode of the second battery pack is respectively connected to the negative electrode of the AC charging unit through a first negative contactor, and the negative electrode of the second battery pack is also connected to the negative electrode of the DC charging unit through the first negative contactor and a second negative contactor; the control module is respectively connected to the first positive contactor and the first negative contactor for controlling the on / off of the first positive contactor and the first negative contactor.

[0014] In some embodiments, the electric vehicle control system further includes: a third contactor; one end of the third contactor is respectively connected to the negative electrode of the first battery pack and the positive electrode of the second battery pack, and one end of the third contactor is also connected to the positive electrode of the AC charging unit through the second contactor; the other end of the third contactor is connected to the drive motor, and the other end of the third contactor is also connected to the positive electrode of the DC charging unit through the fourth contactor.

[0015] In some embodiments, the electric vehicle control system further includes: a fifth contactor and a sixth contactor; one end of the fifth contactor is respectively connected to one end of the third contactor, the negative electrode of the first battery pack and the positive electrode of the second battery pack; the other end of the fifth contactor is also connected to the positive electrode of the first battery pack through the first positive contactor, and the other end of the fifth contactor is also connected to the positive electrode of the DC charging unit through the first contactor; one end of the sixth contactor is respectively connected to one end of the fifth contactor, one end of the third contactor, the negative electrode of the first battery pack and the positive electrode of the second battery pack; the other end of the sixth contactor is connected to the negative electrode of the AC charging unit, and the other end of the sixth contactor is also connected to the negative electrode of the DC charging unit through the second negative contactor.

[0016] In some embodiments, the control module includes: a control unit and a switching tube unit; the switching tube unit is connected to the drive motor; the control unit is configured to control the on / off state of the switching tube unit.

[0017] In some embodiments, the switching tube unit includes an upper bridge switching unit and a lower bridge switching unit; the upper bridge switching unit includes a first IGBT (Insulated Gate Bipolar Transistor) component, a second IGBT component and a third IGBT component, and the lower bridge switching unit includes a fourth IGBT component, a fifth IGBT component and a sixth IGBT component; the first end of the first IGBT component is connected to the positive electrode of the first battery pack through the first positive contactor, the first end of the first IGBT component is also connected to the positive electrode of the DC charging unit through the first contactor, the second end of the first IGBT component is connected to the first end of the fourth IGBT component, and the third end of the first IGBT component is connected to the control unit;

[0018] The first end of the second IGBT component is connected to the first end of the first IGBT component. The first end of the second IGBT component is also connected to the positive pole of the first battery pack through the first positive contactor. The first end of the second IGBT component is also connected to the positive pole of the DC charging unit through the first contactor. The second end of the second IGBT component is connected to the first end of the fifth IGBT component. The third end of the second IGBT component is connected to the control unit;

[0019] The first end of the third IGBT component is respectively connected to the first end of the first IGBT component and the first end of the second IGBT component. The first end of the third IGBT component is also connected to the positive pole of the first battery pack through the first positive contactor. The first end of the third IGBT component is also connected to the positive pole of the DC charging unit through the first contactor. The second end of the third IGBT component is connected to the first end of the sixth IGBT component. The third end of the third IGBT component is connected to the control unit;

[0020] The second end of the fourth IGBT component is connected to the negative pole of the AC charging unit. The second end of the fourth IGBT component is also connected to the negative pole of the second battery pack through the first negative contactor. The second end of the fourth IGBT component is also connected to the negative pole of the DC charging unit through the second negative contactor. The third end of the fourth IGBT component is connected to the control unit;

[0021] The second end of the fifth IGBT component is connected to the second end of the fourth IGBT component. The second end of the fifth IGBT component is also connected to the negative pole of the second battery pack through the first negative contactor. The second end of the fifth IGBT component is also connected to the negative pole of the DC charging unit through the second negative contactor. The third end of the fifth IGBT component is connected to the control unit;

[0022] The second end of the sixth IGBT component is respectively connected to the second end of the fourth IGBT component and the second end of the fifth IGBT component. The second end of the sixth IGBT component is also connected to the negative pole of the second battery pack through the first negative contactor. The second end of the sixth IGBT component is also connected to the negative pole of the DC charging unit through the second negative contactor. The third end of the sixth IGBT component is connected to the control unit.

[0023] In some embodiments, the drive motor includes: a first inductor, a second inductor, and a third inductor; one end of the first inductor is respectively connected to the second end of the first IGBT module and the first end of the fourth IGBT module, the other end of the first inductor is connected to the other end of the third contactor, and the other end of the first inductor is also connected to the positive electrode of the DC charging unit through the fourth contactor; one end of the second inductor is respectively connected to the second end of the second IGBT module and the first end of the fifth IGBT module, the other end of the second inductor is respectively connected to the other end of the third contactor and the other end of the first inductor, and the other end of the second inductor is also connected to the positive electrode of the DC charging unit through the fourth contactor; one end of the third inductor is respectively connected to the second end of the third IGBT module and the first end of the sixth IGBT module, the other end of the third inductor is respectively connected to the other end of the third contactor, the other end of the first inductor, and the other end of the second inductor, and the other end of the third inductor is also connected to the positive electrode of the DC charging unit through the fourth contactor.

[0024] In some embodiments, the electric vehicle control system further includes: a first pre-charging unit, and the first pre-charging unit is connected in parallel with the first positive electrode contactor.

[0025] In some embodiments, the first pre-charging unit includes a first resistor and a seventh contactor connected in series.

[0026] In some embodiments, the electric vehicle control system further includes: a second pre-charging unit, and the second pre-charging unit is connected in parallel with the second contactor.

[0027] In some embodiments, the second pre-charging unit includes a second resistor and an eighth contactor connected in series.

[0028] In some embodiments, the electric vehicle control system further includes: a first capacitor, one end of the first capacitor is respectively connected to the first end of the first IGBT module, and the other end of the first capacitor is connected to the second end of the fourth IGBT.

[0029] In some embodiments, the electric vehicle control system further includes: a second capacitor, and the second capacitor is connected in parallel with the DC charging unit.

[0030] In some embodiments, the control unit is configured to: when the first battery pack fails and the second battery pack does not fail, isolate the first battery pack and control the first negative contactor to close, so as to charge the second battery pack through the AC charging unit; or, when the second battery pack fails and the first battery pack does not fail, isolate the second battery pack, control the second contactor and the third contactor to close, control the upper bridge switch unit to open, control the lower bridge switch unit to close, so as to charge the first inductor, the second inductor and the third inductor through the AC charging unit, and at the end of charging, control the upper bridge switch unit to close, control the lower bridge switch unit to open, control the second contactor to open, and control the first positive contactor and the third contactor to close, so as to charge the first battery pack through the first inductor, the second inductor and the third inductor.

[0031] In some embodiments, the control unit is configured to: when the first battery pack fails and the second battery pack does not fail, isolate the first battery pack and control the first negative contactor, the second negative contactor, the third contactor and the fourth contactor to close, so as to charge the second battery pack through the DC charging unit; or, when the second battery pack fails and the first battery pack does not fail, isolate the second battery pack, control the first contactor, the first positive contactor, the third contactor and the second negative contactor to close, control the fourth contactor to open, control the upper bridge switch unit to open, and control at least one IGBT component in the lower bridge switch unit to close, so as to charge the first battery pack through the DC charging unit.

[0032] In some embodiments, the control unit is configured to: when the first battery pack fails, isolate the first battery pack and control the first negative contactor and the fifth contactor to close, so as to supply power to the drive motor through the second battery pack; or, when the second battery pack fails, isolate the second battery pack and control the first positive contactor and the sixth contactor to close, so as to supply power to the drive motor through the first battery pack.

[0033] In one embodiment, the control unit is configured to: control the first positive contactor to open to isolate the first battery pack.

[0034] In some embodiments, the control unit is configured to: control the first negative contactor to open to isolate the second battery pack.

[0035] In some embodiments, the control unit is configured to: when neither the first battery pack nor the second battery pack has a fault, control the battery pack with a higher power level among the first battery pack and the second battery pack to charge the battery pack with a lower power level, so as to achieve power balance.

[0036] In some embodiments, the control unit is configured to: when the power level of the second battery pack is greater than that of the first battery pack, control the first positive contactor to disconnect, control the first negative contactor and the third contactor to close, control the upper bridge switch unit to disconnect, and control the lower bridge switch unit to close, so as to charge the first inductor, the second inductor, and the third inductor through the second battery pack; after the charging of the first inductor, the second inductor, and the third inductor is completed, control the first positive contactor and the third contactor to close, control the first negative contactor to disconnect, control the upper bridge switch unit to close, and control the lower bridge switch unit to disconnect, so as to charge the first battery pack through the first inductor, the second inductor, and the third inductor.

[0037] In some embodiments, the control unit is configured to: when the power level of the first battery pack is greater than that of the second battery pack, control the first positive contactor, the first contactor, the fourth contactor, and the sixth contactor to close, control the first negative contactor to disconnect, control the upper bridge switch unit to disconnect, and control the lower bridge switch unit to close, so as to charge the first inductor, the second inductor, and the third inductor through the first battery pack; after the charging of the first inductor, the second inductor, and the third inductor is completed, control the first positive contactor to disconnect, control the first negative contactor, the third contactor, the fifth contactor, and the sixth contactor to close, control the upper bridge switch unit to close, and control the lower bridge switch unit to disconnect, so as to charge the second battery pack through the first inductor, the second inductor, and the third inductor.

[0038] In some embodiments, before controlling the battery pack with a higher power level among the first battery pack and the second battery pack to charge the battery pack with a lower power level, the control unit is further configured to: control the charging module to charge the battery pack with a higher power level among the first battery pack and the second battery pack until the battery pack with a higher power level among the first battery pack and the second battery pack is fully charged.

[0039] To achieve the above object, an embodiment of the second aspect of the present invention discloses an electric vehicle, including: the electric vehicle control system described in the above-mentioned first aspect embodiment of the present invention.

[0040] An electric vehicle according to an embodiment of the present invention, when some of the multiple battery packs fail, controls the isolation of the faulty battery packs, and controls the charging module and / or the drive motor to charge the non-faulty battery packs. Thus, by adjusting the circuit structure of the power system of the electric vehicle, the present invention enables the non-faulty battery packs to continue charging without being affected when some battery packs fail, thereby solving the problem that when some battery packs fail, the other non-faulty battery packs cannot charge and cannot work.

[0041] Additional aspects and advantages of the present invention will be given in part in the following description, become apparent in part from the following description, or be learned through the practice of the present invention. Brief Description of the Drawings

[0042] The above and / or additional aspects and advantages of the present invention will become apparent and be readily understood from the description of the embodiments in conjunction with the following drawings, wherein:

[0043] Figure 1 is a block diagram of the control system of an electric vehicle according to an embodiment of the present invention;

[0044] Figure 2 is a schematic diagram of the principle of the control system of an electric vehicle according to an embodiment of the present invention;

[0045] Figure 3 is a schematic circuit diagram of the AC charging of the second battery pack according to an embodiment of the present invention;

[0046] Figure 4 is a schematic circuit diagram of charging the three-phase inductance of the drive motor according to an embodiment of the present invention;

[0047] Figure 5 is a schematic circuit diagram of charging the first battery pack by the freewheeling of the three-phase inductance of the drive motor according to an embodiment of the present invention;

[0048] Figure 6 is a schematic circuit diagram of the DC charging of the second battery pack according to an embodiment of the present invention;

[0049] Figure 7 is a schematic circuit diagram of the DC charging of the first battery pack according to a specific embodiment of the present invention;

[0050] Figure 8 is a schematic drive circuit diagram when the first battery pack fails according to an embodiment of the present invention;

[0051] Figure 9 is a schematic drive circuit diagram when the second battery pack fails according to an embodiment of the present invention;

[0052] Figure 10Schematic diagram of a circuit in which a second battery pack charges the inductor of a drive motor according to an embodiment of the present invention;

[0053] Figure 11 Schematic diagram of a circuit in which the inductor of a drive motor conducts continuous current to charge a first battery pack according to an embodiment of the present invention;

[0054] Figure 12 Schematic diagram of a circuit in which a first battery pack charges the inductor of a drive motor according to an embodiment of the present invention;

[0055] Figure 13 Schematic diagram of a circuit in which the inductor of a drive motor conducts continuous current to charge a second battery pack according to an embodiment of the present invention;

[0056] Figure 14 Schematic diagram of a circuit for charging a second battery pack according to an embodiment of the present invention;

[0057] Figure 15 Block diagram of an electric vehicle according to an embodiment of the present invention. Detailed implementation manners

[0058] The embodiments of the present invention will be described in detail below. The embodiments described with reference to the accompanying drawings are exemplary. The embodiments of the present invention will be described in detail below.

[0059] The following refers to Figures 1 - 15 Describe an electric vehicle control system and an electric vehicle according to an embodiment of the present invention.

[0060] Figure 1 Schematic diagram of an electric vehicle control system according to an embodiment of the present invention. As Figure 1 shown, the electric vehicle control system 100 of the present invention mainly includes: a charging module 120, a drive motor 130, and a control module 140.

[0061] In an embodiment, an electric vehicle includes a plurality of battery packs, which are connected in series. The plurality of battery packs connected in series supply power to the drive system of the electric vehicle, and thus provide power for the electric vehicle. The plurality of battery packs are connected together to provide power for the vehicle, which can achieve safety redundancy of the electric vehicle, increase the capacity of the power battery system, and improve the endurance time of the vehicle.

[0062] In an embodiment, the charging module 120 is respectively connected to multiple battery packs of the electric vehicle. Specifically, the charging module 120 is respectively connected to multiple battery packs. When some of the multiple battery packs of the power battery are faulty, the remaining non-faulty battery packs can be charged through the connected charging module 120, and then continue to provide power for the vehicle. For example, when the vehicle is traveling on a highway and multiple or a single battery pack fails, the remaining non-faulty battery packs can continue to provide power for the vehicle through the connected charging module 120, which can avoid the problem that the vehicle breaks down due to the disconnection of multiple or a single battery pack during driving, resulting in the inability to provide power for the high-voltage system.

[0063] In an embodiment, the drive motor 130 is connected to multiple battery packs to drive the electric vehicle to travel, that is, to provide driving force for the electric vehicle.

[0064] In an embodiment, the control module 140 is respectively connected to multiple battery packs, the drive motor 130, and the charging module 120, and is used to isolate the faulty battery packs when some of the multiple battery packs are faulty, and control the charging module 120 and / or the drive motor 130 to charge the faulty battery packs. Specifically, when a single battery pack in the multiple battery packs of the power battery is faulty, the control module 140 can control the isolation of the faulty battery pack. Since the charging module 120 is respectively connected to multiple battery packs, the control module 140 can control the remaining non-faulty battery packs to be charged through the connected charging module 120, and then continue to provide power for the vehicle. Thus, it can be avoided that when some battery packs are faulty, the charging module 120 cannot charge the remaining non-faulty battery packs, resulting in the inability of the remaining non-faulty battery packs to provide power for the vehicle and further causing the vehicle to break down. For example, when the vehicle is traveling on a highway and some of the multiple battery packs are faulty, the remaining non-faulty battery packs can be controlled to be charged through the connected charging module 120, so as to continue to provide power for the vehicle, thereby solving the problem that when some battery packs are faulty, the other non-faulty battery packs cannot be charged and cannot work, ensuring the vehicle's endurance within a short time, reducing the risk of vehicle breakdown, improving the safety redundancy performance and reliability of the vehicle. At the same time, it reduces the safety hazards brought by vehicle breakdown during driving and improves driving safety.

[0065] Thus, in an embodiment of the present invention, when some of the multiple battery packs of an electric vehicle fail, the failed battery packs are controlled to be isolated, and the charging module and / or the drive motor are controlled to charge the non-failed battery packs. Thereby, by adjusting the circuit structure of the power system of the electric vehicle, when some battery packs fail, other non-failed battery packs can continue to charge without being affected, thus solving the problem that when some battery packs fail, other non-failed battery packs cannot charge and cannot work, ensuring the vehicle's endurance within a short period of time, reducing the risk of vehicle breakdown, improving the safety redundancy performance and reliability of the vehicle, and reducing the potential safety hazard during driving, thereby improving the driving safety of the vehicle.

[0066] In an embodiment of the present invention, the control module 140 is further configured to: when some of the multiple battery packs fail, control the failed battery packs to be isolated, and control the non-failed battery packs to supply power to the drive motor 130.

[0067] In the embodiment, when some of the multiple battery packs fail, the control module 140 can control the failed battery packs to be isolated and control the non-failed battery packs to supply power to the drive motor 130, so as to ensure that the vehicle can continue to drive, avoid vehicle breakdown, and improve the vehicle's endurance and reliability. Specifically, the multiple battery packs are connected in series, and the control module 140 is respectively connected to the multiple battery packs. When some battery packs fail, the control module 140 isolates the failed battery packs and controls the non-failed battery packs to supply power to the drive motor 130, so that the drive motor 130 can continue to provide driving force for the vehicle, and further continue to drive the electric vehicle, thus avoiding the problem of vehicle breakdown caused by the disconnection of some battery packs during driving. When some battery packs fail, the failed battery packs are isolated to ensure the normal operation of the remaining non-failed battery packs, and the vehicle's endurance problem within a short period of time can be solved.

[0068] In an embodiment of the present invention, the control module 140 is further configured to: when none of the multiple battery packs fail, control the multiple battery packs to perform charge equalization.

[0069] In the embodiment, when all the battery packs in the electric vehicle control system 100 are non-failed, that is, when all the battery packs are operating normally, the control module 140 controls the multiple battery packs to perform charge equalization. For example, there are two battery packs in the electric vehicle control system 100. When both battery packs are non-failed, if there is a situation where the charge levels of the two battery packs are inconsistent, the control module 140 can control the two battery packs to perform charge equalization, thereby increasing the service life of each battery pack.

[0070] Thus, for the above-mentioned electric vehicle control system 100, when some of the multiple battery packs fail, the failed battery packs are controlled to be isolated, and the charging module and / or the drive motor are controlled to charge the non-failed battery packs, and the non-failed battery packs can be controlled to supply power to the drive motor to provide power for the vehicle. Therefore, by adjusting the circuit structure of the power system of the electric vehicle, when some battery packs fail, other non-failed battery packs can continue to charge without being affected, thus solving the problem that when some battery packs fail, other non-failed battery packs cannot charge and cannot work, ensuring the vehicle's endurance within a short time, reducing the risk of vehicle breakdown, improving the safety redundancy performance and reliability of the vehicle, and reducing the potential safety hazard during driving, thereby improving the driving safety of the vehicle. At the same time, the power balance between two battery packs can also be controlled, thereby increasing the service life of each battery pack.

[0071] As Figure 2 shown, it is the schematic diagram of the electric vehicle control system 100 according to a specific embodiment of the present invention. The system includes: the first battery pack U1, the second battery pack U2, the AC charging unit 150, the DC charging unit 160, the switch tube unit 170, the first pre-charging unit 180, the second pre-charging unit 190, the high-voltage electrical load Y1, and the control unit (not shown in the figure).

[0072] Among them, the negative pole of the high-voltage electrical load Y1 is connected to the positive pole of the AC charging unit 150, and the positive pole is connected to the positive pole of the DC charging unit 160 through the first contactor K1. The negative pole of the AC charging unit 150 is connected to the negative pole of the DC charging unit 160 through the second negative contactor F2. The positive pole of the first battery pack U1 is respectively connected to the positive pole of the high-voltage electrical load Y1 through the first positive contactor F3, and then connected to the positive pole of the DC charging unit 160 through the first contactor K1; the positive pole of the second battery pack U2 is connected to the positive pole of the AC charging unit 150 through the second contactor K2, and the negative pole of the second battery pack U2 is connected to the negative pole of the DC charging unit 160 through the second negative contactor F2. As Figure 2 shown, the first capacitor C1 is connected in parallel with the series-connected third contactor K3 and sixth contactor K6, in parallel with the series-connected first battery pack U1 and second battery pack U2, in parallel with the switch tube unit 170, and one end of the switch tube unit 170 is connected to the control unit (not shown in the figure), and the other end is connected to the drive motor 130. The other end of the drive motor 130 is connected to the positive pole of the DC charging unit 160 through the fourth contactor K4, and the DC charging unit 160 is connected in parallel with the second capacitor C2.

[0073] In a specific embodiment, the high-voltage electrical loads include, for example, but are not limited to, a compressor, a PTC (Positive Temperature Coefficient) thermistor, a drive motor, and the like.

[0074] In a specific embodiment, the AC charging unit 150 includes, for example, a DC / OBC (Direct Current / On-board charger).

[0075] Specifically, in the electric vehicle control system 100, the power battery is divided into two battery packs, namely, the first battery pack U1 and the second battery pack U2. The drive system will be powered by the full voltage of the entire power battery, and other high-voltage electrical loads will be powered by a single battery pack, that is, the first battery pack U1 or the second battery pack U2, which will depend on the specific situation during vehicle startup. The midpoint of the connection line between the first battery pack U1 and the second battery pack U2 is denoted as the midpoint Y3 of the power battery connection line. An N line (such as a wire or a zero line) is added between the midpoint Y3 of the power battery connection line and the midpoint Y2 of the intersection of the three-phase inductance of the drive motor 130. In Figure 2 this case, the N line is a line connecting the midpoint Y2 of the power battery connection line to the intersection point Y2 of the three-phase inductance of the drive motor 130 through the fifth contactor K5. By adding an N line, it can be ensured that when only a part of the vehicle battery pack fails, the control module 140 can quickly isolate the battery pack where the fault occurs, so as to ensure that the high-voltage electrical load Y1 continues to work. For example, when the vehicle is driving on the highway and the first battery pack U1 fails, the control module 140 quickly isolates the first battery pack U1, and the charging module 120 can continue to supply power to the second battery pack U2 without fault. At this time, the power battery of the electric vehicle will be the second battery pack U2, and the drive motor 130 can continue to drive the electric vehicle, ensuring that the high-voltage electrical load Y1 of the vehicle continues to work. If it is detected during driving that the second battery pack U2 without fault is out of power, the N line and the drive motor 130 are used to charge the second battery pack U2 without fault, which can avoid the vehicle breaking down during driving and ensure the driving safety and the battery life of the vehicle. If both battery packs, namely the first battery pack U1 and the second battery pack U2, are intact and free of faults, but the battery levels of the two battery packs are inconsistent, the system can store energy for the vehicle through the N line and the drive motor 130, so that the battery levels of the two battery packs are balanced, thereby improving the service life of each battery pack and the safety and reliability of the vehicle.

[0076] Specifically, in an embodiment of the present invention, as Figure 2As shown, the charging module 120 includes an AC charging unit 150 and a DC charging unit 160; a plurality of battery packs are respectively connected to the AC charging unit 150 and the DC charging unit 160. When each battery pack is not faulty, the control module controls the AC charging unit 150 or the DC charging unit 160 to charge the battery pack.

[0077] In an embodiment, as Figure 2 shown, a plurality of battery packs such as a first battery pack U1 and a second battery pack U2. The positive electrode of the first battery pack U1 is connected to the positive electrode of the DC charging unit 160 through a first positive contactor F3 and a first contactor K1. The negative electrode of the first battery pack U1 is connected to the positive electrode of the AC charging unit 150. The positive electrode of the second battery pack U2 is connected to the positive electrode of the AC charging unit 150 through a second contactor K2. The negative electrode of the second battery pack U2 is respectively connected to the negative electrode of the AC charging unit 150 through a first negative contactor F1. The negative electrode of the second battery pack U2 is also connected to the negative electrode of the DC charging unit 160 through the first negative contactor F1 and a second negative contactor F2. When none of the battery packs are faulty, the control module controls the AC charging unit 150 or the DC charging unit 160 to charge the battery pack, improving the safety redundancy performance and reliability of the vehicle.

[0078] In an embodiment of the present invention, in combination with Figure 2 shown, a plurality of battery packs include a first battery pack U1 and a second battery pack U2: The positive electrode of the first battery pack U1 is respectively connected to a high-voltage electrical load Y1 of the electric vehicle and the control module 140 through a first positive contactor F3. The positive electrode of the first battery pack U1 is also connected to the positive electrode of the DC charging unit 160 through the first positive contactor F3 and a first contactor K1. The negative electrode of the first battery pack U1 is connected to the high-voltage electrical load Y1 through a second contactor K2. The positive electrode of the second battery pack U2 is connected to the negative electrode of the first battery pack U1. The positive electrode of the second battery pack U2 is also connected to the positive electrode of the AC charging unit 150 through a second contactor K2. The negative electrode of the second battery pack U2 is respectively connected to the negative electrode of the AC charging unit 150 through a first negative contactor F1. The negative electrode of the second battery pack U2 is also connected to the negative electrode of the DC charging unit 160 through the first negative contactor F1 and a second negative contactor F2. The control module 140 is respectively connected to the first positive contactor F3 and the first negative contactor F1 for controlling the on / off of the first positive contactor F3 and the first negative contactor F1.

[0079] In an embodiment, as Figure 2As shown, the first battery pack U1 is connected in series with the second battery pack U2. The negative electrode of the first battery pack U1 is connected to the positive electrode of the high-voltage electrical load Y1 through the second contactor K2, and at the same time is connected to the positive electrode of the AC charging unit 150. The negative electrode of the high-voltage electrical load Y1 is connected to the positive electrode of the AC charging unit 150. The positive electrode of the first battery pack U1 is connected to the positive electrode of the DC charging unit 160 through the first positive contactor F3 and the first contactor K1. The positive electrode of the second battery pack U2 is connected to the negative electrode of the first battery pack, and the connection method is the same as the connection route of the negative electrode of the first battery pack U1. One connection line of the negative electrode of the second battery pack U2 is connected to the negative electrode of the AC charging unit 150 through the first negative contactor F1, and the other connection route is connected to the negative electrode of the DC charging unit 160 through the second negative contactor F2. The control module 140 is respectively connected to the first positive contactor F3 and the first negative contactor F1 to control the on and off of the first positive contactor F3 and the first negative contactor F1, and can isolate the faulty battery pack. The two battery packs are used as power batteries to provide power for the vehicle. If a single battery pack fails, the other intact battery pack can continue to supply power to the high-voltage system, avoiding breakdowns during vehicle driving and improving the vehicle's endurance.

[0080] In an embodiment of the present invention, in combination with Figure 2 As shown, the electric vehicle control system 100 further includes: a third contactor K3; one end of the third contactor K3 is respectively connected to the negative electrode of the first battery pack U1 and the positive electrode of the second battery pack U2, and one end of the third contactor K3 is also connected to the positive electrode of the AC charging unit 150 through the second contactor K2; the other end of the third contactor K3 is connected to the drive motor 130, and the other end of the third contactor K3 is also connected to the positive electrode of the DC charging unit 160 through the fourth contactor K4.

[0081] In an embodiment of the present invention, in combination with Figure 2As shown in the figure, the electric vehicle control system 100 further includes: a fifth contactor K5 and a sixth contactor K6; one end of the fifth contactor K5 is respectively connected to one end of the third contactor K3, the negative electrode of the first battery pack U1, and the positive electrode of the second battery pack U2. One end of the fifth contactor K5 is also connected to the positive electrode of the AC charging unit 150 through the second contactor K2; the other end of the fifth contactor K5 is connected to the control module 140. The other end of the fifth contactor K5 is also connected to the positive electrode of the first battery pack U1 through the first positive contactor F3. The other end of the fifth contactor K5 is also connected to the positive electrode of the DC charging unit 160 through the first contactor K1; one end of the sixth contactor K6 is respectively connected to one end of the fifth contactor K5, one end of the third contactor K3, the negative electrode of the first battery pack U1, and the positive electrode of the second battery pack U2. One end of the sixth contactor K6 is also connected to the positive electrode of the AC charging unit 150 through the second contactor K2; the other end of the sixth contactor K6 is respectively connected to the negative electrode of the AC charging unit 150 and the control module 140. The other end of the sixth contactor K6 is also connected to the negative electrode of the second battery pack U2 through the first negative contactor F1. The other end of the sixth contactor K6 is also connected to the negative electrode of the DC charging unit 160 through the second negative contactor F2.

[0082] In an embodiment of the present invention, in combination with Figure 2 As shown in the figure, the control module 140 includes: a control unit and a switch tube unit 170; the switch tube unit 170 is connected to the drive motor 130; the control unit is used to control the on-off state of the switch tube unit 170.

[0083] Specifically, that is, the control unit can control the on-off state of the switch tube unit 170, and further control the operating state of the drive motor 130 connected thereto through the on-off state of the switch tube unit 170, such as controlling the start or stop of the drive motor 130, etc., and further controlling the driving state of the vehicle.

[0084] In an embodiment of the present invention, in combination with Figure 2 As shown in the figure, the switch tube unit 170 includes an upper bridge switch unit 171 and a lower bridge switch unit 172; the upper bridge switch unit 171 includes a first IGBT component Q1, a second IGBT component Q2, and a third IGBT component Q3, and the lower bridge switch unit 172 includes a fourth IGBT component Q4, a fifth IGBT component Q5, and a sixth IGBT component Q6.

[0085] The first end of the first IGBT component Q1 is connected to the positive electrode of the first battery pack U1 through the first positive contactor F3. The first end of the first IGBT component Q1 is also connected to the positive electrode of the DC charging unit 160 through the first contactor K1. The second end of the first IGBT component Q1 is connected to the first end of the fourth IGBT component Q4. The third end of the first IGBT component Q1 is connected to the control unit.

[0086] The first end of the second IGBT component Q2 is connected to the first end of the first IGBT component Q1. The first end of the second IGBT component Q2 is also connected to the positive electrode of the first battery pack U1 through the first positive contactor F3, and the first end of the second IGBT component Q2 is also connected to the positive electrode of the DC charging unit 160 through the first contactor K1. The second end of the second IGBT component Q2 is connected to the first end of the fifth IGBT component Q5, and the third end of the second IGBT component Q2 is connected to the control unit.

[0087] The first end of the third IGBT component Q3 is respectively connected to the first end of the first IGBT component Q1 and the first end of the second IGBT component Q2. The first end of the third IGBT component Q3 is also connected to the positive electrode of the first battery pack U1 through the first positive contactor F3, and the first end of the third IGBT component Q3 is also connected to the positive electrode of the DC charging unit 160 through the first contactor K1. The second end of the third IGBT component Q3 is connected to the first end of the sixth IGBT component Q6, and the third end of the third IGBT component Q3 is connected to the control unit.

[0088] The second end of the fourth IGBT component Q4 is connected to the negative electrode of the AC charging unit 150. The second end of the fourth IGBT component Q4 is also connected to the negative electrode of the second battery pack U2 through the first negative contactor F1, and the second end of the fourth IGBT component Q4 is also connected to the negative electrode of the DC charging unit 160 through the second negative contactor F2. The third end of the fourth IGBT component Q4 is connected to the control unit.

[0089] The second end of the fifth IGBT component Q5 is connected to the second end of the fourth IGBT component Q4. The second end of the fifth IGBT component Q5 is also connected to the negative electrode of the second battery pack U2 through the first negative contactor F1, and the second end of the fifth IGBT component Q5 is also connected to the negative electrode of the DC charging unit 160 through the second negative contactor F2. The third end of the fifth IGBT component Q5 is connected to the control unit.

[0090] The second end of the sixth IGBT component Q6 is respectively connected to the second end of the fourth IGBT component Q4 and the second end of the fifth IGBT component Q5. The second end of the sixth IGBT component Q6 is also connected to the negative electrode of the second battery pack U2 through the first negative contactor F1, and the second end of the sixth IGBT component Q6 is also connected to the negative electrode of the DC charging unit 160 through the second negative contactor F2. The third end of the sixth IGBT component Q6 is connected to the control unit.

[0091] Specifically, the control unit may be an ECU (Electronic Control Unit) on the vehicle. The third terminals (i.e., control terminals) of the first IGBT component Q1, the second IGBT component Q2, the third IGBT component Q3, the fourth IGBT component Q4, the fifth IGBT component Q5, and the sixth IGBT component Q6 are all connected to the ECU, and can receive control signals (such as PWM signals) sent by the ECU to conduct or turn off, so as to control the operating state of the drive motor 130.

[0092] In the embodiment, in combination with Figure 2 As shown, the first terminal of the first IGBT component Q1 is connected to the positive pole of the first battery pack U1 through the first positive contactor F3, is connected to the positive pole of the DC charging unit 160 through the first contactor K1, and is also connected to one end of the third contactor K3. The second terminal of the first IGBT component Q1 is connected to the fourth IGBT component Q4, and the third terminal of the first IGBT component Q1 is connected to the control unit (not shown in the figure). The first terminal of the second IGBT component Q2 is connected to the first terminal of the first IGBT component Q1, and is connected to the positive pole of the first battery pack U1 through the first positive contactor F3, and is also connected to the positive pole of the DC charging unit 160 through the first contactor K1. The second terminal of the second IGBT component Q2 is connected to the first terminal of the fifth IGBT component Q5, and the third terminal of the second IGBT component Q2 is connected to the control unit. As Figure 2As shown, the first end of the third IGBT component Q3 is respectively connected to the first end of the first IGBT component Q1 and the first end of the second IGBT component Q2, and is also connected to the positive electrode of the first battery pack U1 through the first positive contactor F3 and to the positive electrode of the DC charging unit 160 through the first contactor K1. The second end of the third IGBT component Q3 is connected to the first end of the sixth IGBT component Q6, and the third end of the third IGBT component Q3 is also connected to the control unit. The first end of the fourth IGBT component Q4 is connected to the second end of the first IGBT component Q1. The second end of the fourth IGBT component Q4 is connected to the negative electrode of the second battery pack U2 through the first negative contactor F1 and is connected to the negative electrode of the AC charging unit 150, and is also connected to the negative electrode of the DC charging unit 160 through the second negative contactor F2. The third end of the fourth IGBT component Q4 is connected to the control unit. The first end of the fifth IGBT component Q5 is connected to the second end of the second IGBT component Q2. The second end of the fifth IGBT component Q5 is connected to the second end of the fourth IGBT component Q4 and is also connected to the negative electrode of the second battery pack U2 through the first negative contactor F1 and to the negative electrode of the DC charging unit 160 through the second negative contactor. The third end of the fifth IGBT component Q5 is connected to the control unit. The first end of the sixth IGBT component Q6 is connected to the second end of the third IGBT component Q3. The second end of the sixth IGBT component Q6 is connected to the second end of the fourth IGBT component Q4 and the second end of the fifth IGBT component Q5, is connected to the negative electrode of the second battery pack U2 through the first negative contactor F1, and is connected to the negative electrode of the DC charging unit 160 through the second negative contactor F2. The third end of the sixth IGBT component Q6 is connected to the control unit. By controlling the on-off state of the switching tube unit 170, the circuit structure and the circuit current flow direction can be adjusted for multiple battery packs, so that when some of the battery packs fail, the faulty battery packs can be isolated and the non-faulty battery packs can be charged to ensure the normal operation of the high-voltage system.

[0093] In one embodiment of the present invention, in combination with Figure 2As shown, the drive motor 130 includes: a first inductor L1, a second inductor L2, and a third inductor L3; one end of the first inductor L1 is respectively connected to the second end of the first IGBT module Q1 and the first end of the fourth IGBT module Q4, the other end of the first inductor L1 is connected to the other end of the third contactor K3, and the other end of the first inductor L1 is also connected to the positive electrode of the DC charging unit 160 through the fourth contactor K4; one end of the second inductor L2 is respectively connected to the second end of the second IGBT module Q2 and the first end of the fifth IGBT module Q5, the other end of the second inductor L2 is respectively connected to the other end of the third contactor K3 and the other end of the first inductor L1, and the other end of the second inductor L2 is also connected to the positive electrode of the DC charging unit 160 through the fourth contactor K4; one end of the third inductor L3 is respectively connected to the second end of the third IGBT module Q3 and the first end of the sixth IGBT module Q6, the other end of the third inductor L3 is respectively connected to the other end of the third contactor K3, the other end of the first inductor L1, and the other end of the second inductor L2, and the other end of the third inductor L3 is also connected to the positive electrode of the DC charging unit 160 through the fourth contactor K4.

[0094] In an embodiment, in combination with Figure 2 As shown, the drive motor 130 includes three-phase inductors, namely, a first inductor L1, a second inductor L2, and a third inductor L3. The first inductor L1 is respectively connected to the second end of the first IGBT module Q1 and the first end of the fourth IGBT module Q4, and the other end is also connected to one end of the third contactor K3. The other end is connected to the positive electrode of the DC charging unit 160 through the fourth contactor K4; one end of the second inductor L2 is respectively connected to the second end of the second IGBT module Q2 and the first end of the fifth IGBT module Q5, the other end is connected to one end of the third contactor K3 and one end of the first inductor L1, and is also connected to the positive electrode of the DC charging unit 160 through the fourth contactor K4; one end of the third inductor L3 is respectively connected to the second end of the third IGBT module Q3 and the first end of the sixth IGBT module Q6, the other end is connected to one end of the third contactor K3, one end of the first inductor L1, and one end of the second inductor L2, and the other end is connected to the positive electrode of the DC charging unit 160 through the fourth contactor K4.

[0095] In an embodiment of the present invention, in combination with Figure 2 As shown, the electric vehicle control system 100 further includes: a first pre-charging unit 180, and the first pre-charging unit 180 is connected in parallel with the first positive electrode contactor F3.

[0096] In an embodiment, in combination with Figure 2As shown, the first pre-charge unit 180 is connected in parallel across both ends of the first positive contactor F3. Specifically, connecting the first pre-charge unit 180 in parallel across both ends of the third contactor K3 can function as a pre-charge circuit and also protect the circuit, preventing the third contactor K3 from sticking or being damaged due to large currents. At the same time, it can reduce the sparking and arcing when the contactor contacts, reduce the impact, and ensure the safety and reliability of the entire circuit.

[0097] In an embodiment of the present invention, in combination with Figure 2 As shown, the first pre-charge unit 180 includes a first resistor R1 and a seventh contactor K7 (i.e., the pre-charge contactor) connected in series.

[0098] In the embodiment, as Figure 2 shown, the first pre-charge unit 180 composed of the series connection of the first resistor R1 and the seventh contactor K7 can play a pre-charging role, thereby protecting the circuit and reducing the inrush current when powering on.

[0099] In an embodiment of the present invention, in combination with Figure 2 As shown, the electric vehicle control system 100 further includes: a second pre-charge unit 190, and the second pre-charge unit 190 is connected in parallel with the second contactor K2.

[0100] In the embodiment, in combination with Figure 2 shown, the second pre-charge unit 190 is connected in parallel across both ends of the second contactor K2. Specifically, connecting a pre-charge unit, i.e., the second pre-charge unit 190, in parallel across both ends of the second contactor K2 can effectively protect the circuit, play a pre-charging role in the circuit, avoid the situation where the second contactor K2 sticks or is damaged when a large current is generated, and at the same time reduce the sparking and arcing when the contactor contacts, reduce the impact, and ensure the safety and reliability of the entire circuit.

[0101] In an embodiment of the present invention, in combination with Figure 2 shown, the second pre-charge unit 190 includes a second resistor R2 and an eighth contactor K8 connected in series.

[0102] In the embodiment, as Figure 2 shown, the second pre-charge unit 190 composed of the series connection of the second resistor R2 and the eighth contactor K8 can play a pre-charging role, and at the same time can protect the second contactor K2 connected in parallel with the second pre-charge unit 190, achieving the effect of protecting the circuit and reducing the inrush current generated when the battery pack is powered on.

[0103] In the embodiment, in combination with Figure 2 shown, the electric vehicle control system 100 further includes: a first capacitor C1, one end of the first capacitor C1 is respectively connected to the first end of the first IGBT module Q1, and the other end of the first capacitor C1 is connected to the second end of the fourth IGBT module Q4.

[0104] In an embodiment, as Figure 2 shown, the first capacitor C1 is connected in parallel with the first battery pack U1 and the second battery pack U2 connected in series. One end thereof is connected to the first end of the first IGBT component Q1, and the other end of the first capacitor C1 is connected to the second end of the fourth IGBT component Q4. Specifically, the main function of the first capacitor C1 is filtering and voltage regulation. By filtering and limiting voltage fluctuations, the stability and safety of the charging system are ensured. 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 unit 150 and preventing damage to the charging device at the same time.

[0105] In an embodiment of the present invention, in combination with Figure 2 shown, the electric vehicle control system 100 further includes: a second capacitor C2, and the second capacitor C2 is connected in parallel to the DC charging unit 160.

[0106] In an embodiment, in Figure 2 the second capacitor C2 is connected in parallel across the two ends of the DC charging unit 160. Its main function is to control and limit the current and voltage at the input port of the DC charging unit 160, so as to ensure stable and sufficient guarantee for the conversion and input of electric energy, and at the same time avoid interference and damage to the system due to fluctuations in current and voltage.

[0107] In an embodiment of the present invention, in combination with Figures 3 - 5 shown, the control unit is used for: when the first battery pack U1 fails and the second battery pack U2 does not fail, isolating the first battery pack U1 and controlling the first negative contactor F1 to close to charge the second battery pack U2 through the AC charging unit 150; or, when the second battery pack U2 fails and the first battery pack U1 does not fail, isolating the second battery pack U2, controlling the second contactor K2 and the third contactor K3 to close, controlling the upper bridge switch unit 171 to disconnect, and controlling the lower bridge switch unit 172 to close to charge the first inductor L1, the second inductor L2, and the third inductor L3 through the AC charging unit 150. At the end of charging, controlling the upper bridge switch unit 171 to close, controlling the lower bridge switch unit 172 to disconnect, controlling the second contactor K2 to disconnect, and controlling the first positive contactor F3 and the third contactor K3 to close to charge the first battery pack U1 through the first inductor L1, the second inductor L2, and the third inductor L3.

[0108] In an embodiment, for the AC charging method, when the first battery pack U1 fails and the second battery pack U2 does not fail, the second battery pack U2 can be charged by AC. As Figure 3As shown, when the first battery pack U1 fails, connect the charging gun to the AC charging unit 150. The control unit controls the disconnection of the first positive contactor F3 of the first battery pack U1 to isolate the first battery pack U1, and controls the closure of the first negative contactor F1. The circuit is pre-charged through the second pre-charge unit 190. After the pre-charge is completed, the fault-free second battery pack U2 is charged through the AC charging unit 150, and the current flow is as Figure 3 shown by the arrow in. By adjusting the circuit structure, isolating the faulty battery pack, and charging the fault-free battery pack through the AC charging unit 150, the normal operation of the high-voltage system can be ensured.

[0109] On the other hand, when the second battery pack U2 fails and the first battery pack U1 is not faulty, the first battery pack U1 is charged with AC power. As Figure 4 shown, when the second battery pack U2 fails, connect the charging gun to the AC charging unit 150. The control unit controls the disconnection of the first negative contactor F1 to isolate the second battery pack U2, and controls the second contactor K2 and the third contactor K3 to be in the closed state. The control unit controls the upper bridge switch unit 171 to disconnect and controls the lower bridge switch unit 172 to close, so that the current of the AC charging unit 150 flows through the N line to the drive motor 130, so that the three-phase inductance of the drive motor is charged and stores energy, and the current flow is as Figure 4 shown by the arrow in. Furthermore, as combined with Figure 5 shown, the three-phase inductance in the drive motor 130 freewheels to charge the first battery pack U1, that is, the first battery pack U1 is charged through the three-phase inductance in the drive motor 130, namely the first inductance L1, the second inductance L2, and the third inductance L3, and the current flow is as Figure 5 shown by the arrow in. By adjusting the circuit structure, isolating the faulty battery pack, and charging the fault-free battery pack through the AC charging unit 150 and the drive motor 130, the normal operation of the high-voltage system can be ensured.

[0110] In an embodiment of the present invention, combined with Figures 6 - 7As shown, the control unit is used to: when the first battery pack U1 fails and the second battery pack U2 does not fail, isolate the first battery pack U1, and control the first negative contactor F1, the second negative contactor F2, the third contactor K3, and the fourth contactor K4 to close, so as to charge the second battery pack U2 through the DC charging unit 160; or, when the second battery pack U2 fails and the first battery pack U1 does not fail, isolate the second battery pack U2, control the first contactor K1, the first positive contactor F3, the third contactor K3, and the second negative contactor F2 to close, control the fourth contactor K4 to open, control the upper bridge switch unit 171 to open, and control at least one IGBT component in the lower bridge switch unit 172 to close, so as to charge the first battery pack U1 through the DC charging unit 160.

[0111] In the embodiment, for the DC charging method, when the first battery pack U1 fails and the second battery pack U2 does not fail, the second battery pack U2 can be charged through the DC charging unit 160. As Figure 6 shown, connect the charging gun to the charging port of the DC charging unit 160, and the control unit controls the first positive contactor F3 to open to isolate the first battery pack U1, and controls the first negative contactor F1, the second negative contactor F2, the third contactor K3, and the fourth contactor K4 to close, so as to charge the second battery pack U2 through the DC charging unit 160, and the current flow direction is as Figure 6 shown by the arrow in. By adjusting the circuit structure, isolating the faulty battery pack and charging the fault-free battery pack through the DC charging unit 160 can ensure the normal operation of the high-voltage system.

[0112] On the other hand, when the second battery pack U2 fails and the first battery pack U1 does not fail, the first battery pack U1 can be charged through the DC charging unit 160. As Figure 7 shown, connect the charging gun to the charging port of the DC charging unit 160, and the control unit controls the first negative contactor F1 to open to isolate the second battery pack U2, and controls the first contactor K1, the second negative contactor F2, the first positive contactor F3, and the third contactor K3 to close, controls the fourth contactor K4 to open, controls the fifth contactor K5 on the N line to close. At the same time, the control unit controls the upper bridge switch unit 171 to open, that is, the first IGBT component Q1, the second IGBT component Q2, and the third IGBT component Q3 to open, and controls at least one IGBT component (i.e., the fourth IGBT component Q4 and / or the fifth IGBT component Q5 and / or the sixth IGBT component Q6) in the lower bridge switch unit 172 to close. In Figure 7In the illustrated example, when the fifth IGBT component Q5 is closed, the second inductor L2 of the drive motor 130 is pre-charged through the DC charging unit 160. After the pre-charging is completed, the fault-free first battery pack U1 can be charged, and the current flow is as shown Figure 7 by the arrows in. By adjusting the circuit structure, the faulty battery pack can be isolated, and the fault-free battery pack can be charged through the DC charging unit 160, which can ensure the normal operation of the high-voltage system.

[0113] In an embodiment of the present invention, as shown in combination with Figures 8 - 9 When the first battery pack U1 fails, the control unit is used to: isolate the first battery pack U1, control the first negative contactor F1 and the fifth contactor K5 to close, so as to supply power to the drive motor 130 through the second battery pack U2; or, when the second battery pack U2 fails, isolate the second battery pack U2, and control the first positive contactor F3 and the sixth contactor K6 to close, so as to supply power to the drive motor 130 through the first battery pack U1.

[0114] In the embodiment, when the first battery pack U1 fails, the second battery pack U2 can continue to supply power to the drive motor 130 to drive the electric vehicle to continue running. As shown in Figure 8 The arrows indicate the schematic current direction. When the first battery pack U1 fails, the control unit controls the first positive contactor F3 to disconnect to isolate the first battery pack U1, and controls the first negative contactor F1 and the fifth contactor K5 to close, so that the drive motor 130 can be supplied with power through the second battery pack U2, enabling the vehicle to continue running, avoiding the problem of vehicle breakdown, and ensuring the battery life of the battery pack.

[0115] On the other hand, when the second battery pack U2 fails, the first battery pack U1 can continue to supply power to the high-voltage system to drive the electric vehicle to continue running. As shown in Figure 9 The arrows indicate the schematic current direction. When the second battery pack U2 fails, the control unit controls the first negative contactor F1 to disconnect to isolate the second battery pack U2, and controls the first positive contactor F3 and the sixth contactor K6 to close, so that the drive motor 130 can be supplied with power through the first battery pack U1, enabling the vehicle to continue running, avoiding the problem of vehicle breakdown, and ensuring the battery life of the battery pack.

[0116] In an embodiment of the present invention, as shown in Figure 8 The control unit is used to: control the first positive contactor F3 to disconnect to isolate the first battery pack U1. That is, the control unit can control the on / off state of the first positive contactor F3 and isolate the faulty first battery pack U1.

[0117] In an embodiment of the present invention, as shown in Figure 7As shown, the control unit is used to: control the first negative contactor F1 to disconnect to isolate the second battery pack U2. That is, the control unit can control the on-off state of the first negative contactor F1, and isolate the faulty second battery pack U2 by controlling the first negative contactor F1.

[0118] In an embodiment of the present invention, the control unit is used to: when neither the first battery pack U1 nor the second battery pack U2 is faulty, control the battery pack with the higher power among the first battery pack U1 and the second battery pack U2 to charge the battery pack with the lower power, so as to achieve power balance.

[0119] In the embodiment, if neither of the two battery packs, that is, the first battery pack U1 and the second battery pack U2, is faulty, but the powers of the two battery packs are inconsistent, the system can store energy for the vehicle through the N line and the drive motor 130, that is, control the battery pack with the higher power among the first battery pack U1 and the second battery pack U2 to charge the battery pack with the lower power, so that the powers of the two battery packs achieve power balance among the batteries, thereby improving the service life of each battery pack and the safety and reliability of the vehicle.

[0120] In an embodiment of the present invention, in combination with Figure 10 and Figure 11 As shown, the control unit is used to: when the power of the second battery pack U2 is greater than the power of the first battery pack U1, control the first positive contactor F3 to disconnect, control the first negative contactor F1 and the third contactor K3 to close, control the upper bridge switch unit 171 to disconnect, and control the lower bridge switch unit 172 to close, so as to charge the first inductor L1, the second inductor L2, and the third inductor L3 through the second battery pack U2; after the charging of the first inductor L1, the second inductor L2, and the third inductor L3 is completed, control the first positive contactor F3 and the third contactor K3 to close, control the first negative contactor F1 to disconnect, control the upper bridge switch unit 171 to close, and control the lower bridge switch unit 172 to disconnect, so as to charge the first battery pack U1 through the first inductor L1, the second inductor L2, and the third inductor L3, thereby achieving power balance between the first battery pack U1 and the second battery pack U2.

[0121] In the embodiment, when the power of the second battery pack U2 is greater than the power of the first battery pack, in combination with Figure 10 , the third contactor K3 and the first negative contactor F1 on the N line can be controlled to close, and the control unit controls the upper bridge switch unit 171 to disconnect, that is, the first IGBT component Q1, the second IGBT component Q2, and the third IGBT component Q3 are disconnected, and controls the lower bridge switch unit 172 to close, that is, the fourth IGBT component Q4, the fifth IGBT component Q5, and the sixth IGBT component Q6 are closed. Thus, the three-phase inductance in the drive motor 130 can be charged and stored energy through the second battery pack U2, and its current flow direction is as shown by the arrow in Figure 10 And then, in combination withFigure 11 As shown, it shows the charging process of the three-phase inductance freewheeling in the drive motor 130 to the first battery pack U1, that is, the electrical energy stored in the first inductor L1, the second inductor L2, and the third inductor L3 is used to charge the first battery pack U1, and its current flow direction is as Figure 11 shown by the arrows in. Thus, the first battery pack U1 can charge the second battery pack U2, thereby achieving the charge balance between the first battery pack U1 and the second battery pack U2. Through multiple charge and discharge processes of the three-phase inductance in the drive motor 130, the charge balance between the first battery pack U1 and the second battery pack U2 can be achieved. Thus, when the charges of the first battery pack U1 and the second battery pack U2 are inconsistent, the charge balance is achieved between the battery packs, which is beneficial to improving the service life of the battery packs.

[0122] In an embodiment of the present invention, in combination with Figure 12 and Figure 13 shown, the control unit is used for: when the charge of the first battery pack U1 is greater than the charge of the second battery pack U2, controlling the first positive contactor F3, the first contactor K1, the fourth contactor K4, and the sixth contactor K6 to close, controlling the first negative contactor F1 to open, controlling the upper bridge switch unit 171 to open, and controlling the lower bridge switch unit 172 to close, so as to charge the first inductor L1, the second inductor L2, and the third inductor L3 through the first battery pack U1; after the charging of the first inductor L1, the second inductor L2, and the third inductor L3 is completed, controlling the first positive contactor F3 to open, controlling the first negative contactor F1, the third contactor K3, the fifth contactor K5, and the sixth contactor K6 to close, controlling the upper bridge switch unit 171 to close, and controlling the lower bridge switch unit 172 to open, so as to charge the second battery pack U2 through the first inductor L1, the second inductor L2, and the third inductor L3.

[0123] In the embodiment, when the charge of the first battery pack U1 is greater than the charge of the second battery pack U2, as Figure 12 shown, it can be controlled to close the first positive contactor F3, the first contactor K1, the fourth contactor K4, and the sixth contactor K6, control the first negative contactor F1 to open, control the upper bridge switch unit 171 to open, that is, the first IGBT component Q1, the second IGBT component Q2, and the third IGBT component Q3 to open, and control the lower bridge switch unit 172 to close, that is, the fourth IGBT component Q4, the fifth IGBT component Q5, and the sixth IGBT component Q6 to close, so as to charge and store energy in the three-phase inductance in the drive motor 130 through the first battery pack U1, and its current flow direction is as Figure 12 shown by the arrows in.

[0124] As Figure 13As shown, after the charging of the first inductor L1, the second inductor L2, and the third inductor L3 is completed, control the first positive contactor F3 to disconnect, control the first negative contactor F1, the third contactor K3, the fifth contactor K5, and the sixth contactor K6 to close, control the upper bridge switch unit 171 to close, that is, the first IGBT module Q1, the second IGBT module Q2, and the third IGBT module Q3 to close, and control the lower bridge switch unit 172 to disconnect, that is, the fourth IGBT module Q4, the fifth IGBT module Q5, and the sixth IGBT module Q6 to disconnect. Thus, the charging process of the three-phase inductor in the drive motor 130 for the second battery pack U2 by freewheeling is demonstrated, that is, the second battery pack U2 is charged with the electric energy stored in the first inductor L1, the second inductor L2, and the third inductor L3, and its current flow direction is as Figure 13 shown by the arrow in. Thus, the second battery pack U2 can be used to charge the first battery pack U1, thereby achieving the charge balance between the first battery pack U1 and the second battery pack U2. Through multiple charge and discharge processes of the three-phase inductor in the drive motor 130, the charge balance between the first battery pack U1 and the second battery pack U2 can be achieved, so that when the charges of the first battery pack U1 and the second battery pack U2 are inconsistent, the charge balance is achieved between the battery packs, which is beneficial to improving the service life of the battery packs.

[0125] In an embodiment of the present invention, in combination with Figure 10 and Figure 14 shown, before controlling the battery pack with a higher charge in the first battery pack U1 and the second battery pack U2 to charge the battery pack with a lower charge, the control unit is further configured to: control the charging module 120 to charge the battery pack with a higher charge in the first battery pack U1 and the second battery pack U2 until the battery pack with a higher charge in the first battery pack U1 and the second battery pack U2 is fully charged, and its current flow direction is as Figure 10 shown by the arrow in.

[0126] In the embodiment, in combination with Figure 10 and Figure 14As shown, before equalizing the power levels between the battery packs, the control unit controls the first negative contactor F1 and the second contactor K2 to close, and the second battery pack U2 can be charged through the AC charging unit 150 until the second battery pack U2 is fully charged. Then, the power levels between the battery packs are equalized. That is, after the second battery pack U2 is fully charged, the third contactor K3 on the N line and the first negative contactor F1 are controlled to close, and the control unit controls the upper bridge switch unit 171 to open, that is, the first IGBT module Q1, the second IGBT module Q2, and the third IGBT module Q3 are opened, and the lower bridge switch unit 172 is controlled to close, that is, the fourth IGBT module Q4, the fifth IGBT module Q5, and the sixth IGBT module Q6 are closed. Thus, the three-phase inductors in the drive motor 130 can be charged and stored with energy through the second battery pack U2. Furthermore, the first battery pack U1 is charged with the electrical energy stored in the first inductor L1, the second inductor L2, and the third inductor L3. Thus, mutual charging and discharging between the first battery pack U1 and the second battery pack U2 can be achieved, thereby realizing the power level equalization between the first battery pack U1 and the second battery pack U2. Through multiple charging and discharging processes of the three-phase inductors in the drive motor 130, the power level equalization between the first battery pack U1 and the second battery pack U2 can be achieved. Thus, when the power levels of the first battery pack U1 and the second battery pack U2 are inconsistent, the power levels between the battery packs can reach equilibrium, which is beneficial to improving the service life of the battery packs. At the same time, before equalizing the power levels, the second battery pack U2 is charged, and after the second battery pack U2 is slower, the power level equalization is performed, which is beneficial to improving the efficiency and effect of power level equalization.

[0127] In a specific embodiment, the power level equalization between the battery packs can also be achieved by discharging the first battery pack U1 and charging the second battery pack U2. The implementation principle is similar to the above-mentioned principle of discharging the second battery pack U2 and charging the first battery pack U1, and will not be elaborated here one by one.

[0128] In a specific embodiment, while the first battery pack U1 and the second battery pack U2 mutually charge and discharge to achieve power level equalization between each other, heating of each battery pack can also be achieved. Specifically, in combination with Figure 12 and Figure 13 As shown, in the positive half cycle of the fundamental wave period, when the upper bridge switch unit 171 is closed and the lower bridge switch unit 172 is open, the first battery pack U1 discharges, and the current charges and stores energy in the three-phase inductors of the drive motor 130 through the IGBT of the upper bridge switch unit 171. When the lower bridge switch unit 172 is closed and the upper bridge switch unit 171 is open, the three-phase inductors continue to flow and charge the second battery pack U2, and form a loop through the diodes of the IGBT modules of the lower bridge switch unit 172. In combination with Figure 10 and Figure 11As shown, in the negative half-cycle of the fundamental wave period, when the lower bridge switch unit 172 is closed and the upper bridge switch unit 171 is open, the second battery pack U2 discharges to the three-phase inductor, forming a loop through the IGBT of the lower bridge switch unit 172. When the upper bridge switch unit 171 is closed and the lower bridge switch unit 172 is open, the three-phase inductor freewheels and charges the first battery pack U1 through the diodes of the IGBT components of the upper bridge switch unit 171. Thus, the battery packs can be heated by charging and discharging each other between the two battery packs to achieve the purpose of heating the battery packs.

[0129] Generally speaking, the electric vehicle control system 100 of the embodiment of the present invention includes a plurality of battery packs connected in series. When some of the battery packs fail, the failed battery packs are controlled to be isolated, and the charging module and / or the drive motor are controlled to charge the non-failed battery packs, and the non-failed battery packs can be controlled to supply power to the drive motor to provide power for the vehicle. Thus, by adjusting the circuit structure of the power system of the electric vehicle, when some battery packs fail, other non-failed battery packs can continue to charge without being affected, thereby solving the problem that when some battery packs fail, other non-failed battery packs cannot charge and cannot work, ensuring the vehicle's endurance within a short time, reducing the risk of vehicle breakdown, improving the safety redundancy performance and reliability of the vehicle, and reducing the potential safety hazard during driving, thereby improving the driving safety of the vehicle. At the same time, the power balance between the two battery packs can also be controlled, thereby increasing the service life of each battery pack.

[0130] A further embodiment of the present invention also discloses an electric vehicle 200.

[0131] Figure 15 It is a structural block diagram of an electric vehicle according to an embodiment of the present invention. As Figure 15 shown, the electric vehicle 200 of the present invention includes the electric vehicle control system 100 described in any one of the above embodiments of the present invention.

[0132] An electric vehicle 200 according to an embodiment of the present invention includes a plurality of battery packs connected in series. When some of the battery packs fail, the failed battery packs are controlled to be isolated, and the charging module and / or the drive motor are controlled to charge the non-failed battery packs and the non-failed battery packs can be controlled to supply power to the drive motor to provide power for the vehicle. Thus, by adjusting the circuit structure of the power system of the electric vehicle, when some battery packs fail, other non-failed battery packs can continue to charge without being affected, thereby solving the problem that when some battery packs fail, other non-failed battery packs cannot charge and cannot work, ensuring the vehicle's endurance within a short period of time, reducing the risk of vehicle breakdown, improving the safety redundancy performance and reliability of the vehicle, and reducing the potential safety hazard during driving, thereby improving the driving safety of the vehicle. At the same time, the power balance between two battery packs can also be controlled, thereby increasing the service life of each battery pack.

[0133] In the description of this specification, the description with reference to terms such as "one embodiment", "some embodiments", "illustrative embodiments", "examples", "specific examples", or "some examples", etc. means that the specific features, structures, materials, or characteristics described in connection with the embodiment or example are included in at least one embodiment or example of the present invention. In this specification, the schematic representations of the above terms do not necessarily refer to the same embodiment or example.

[0134] Although the embodiments of the present invention have been shown and described, those of ordinary skill in the art can understand that various changes, modifications, substitutions, and variations can be made to these embodiments without departing from the principles and purposes of the present invention. The scope of the present invention is defined by the claims and their equivalents.

Claims

1. An electric vehicle control system, characterized in that, it includes: a charging module, which is respectively connected to multiple battery packs of the electric vehicle; a drive motor, which is connected to the multiple battery packs; a control module, which is respectively connected to the multiple battery packs, the drive motor and the charging module, and is used to isolate the faulty battery packs when some of the multiple battery packs are faulty, and control the charging module and / or the drive motor to charge the non-faulty battery packs.

2. The electric vehicle control system according to claim 1, characterized in that, the control module is further used for: when some of the multiple battery packs are faulty, isolating the faulty battery packs and controlling the non-faulty battery packs to supply power to the drive motor.

3. The electric vehicle control system according to claim 1, characterized in that, the control module is further used for: when none of the multiple battery packs are faulty, controlling the multiple battery packs to balance the power.

4. The electric vehicle control system according to any one of claims 1-3, characterized in that, the charging module includes an AC charging unit and a DC charging unit; the multiple battery packs are respectively connected to the AC charging unit and the DC charging unit, and when each battery pack is not faulty, the control module controls the AC charging unit or the DC charging unit to charge the battery pack.

5. The electric vehicle control system according to claim 4, characterized in that, the multiple battery packs include a first battery pack and a second battery pack; the positive pole of the first battery pack is connected to the high-voltage electrical load of the electric vehicle through a first positive contactor, and the positive pole of the first battery pack is also connected to the positive pole of the DC charging unit through the first positive contactor and a first contactor, and the negative pole of the first battery pack is connected to the high-voltage electrical load through a second contactor; the positive pole of the second battery pack is connected to the negative pole of the first battery pack, the positive pole of the second battery pack is also connected to the positive pole of the AC charging unit through the second contactor, the negative pole of the second battery pack is connected to the negative pole of the AC charging unit through a first negative contactor, and the negative pole of the second battery pack is also connected to the negative pole of the DC charging unit through the first negative contactor and a second negative contactor.

6. The electric vehicle control system according to claim 5, characterized in that, it further includes: a third contactor; one end of the third contactor is respectively connected to the negative pole of the first battery pack and the positive pole of the second battery pack, and one end of the third contactor is also connected to the positive pole of the AC charging unit through the second contactor; the other end of the third contactor is connected to the drive motor, and the other end of the third contactor is also connected to the positive pole of the DC charging unit through a fourth contactor.

7. The electric vehicle control system according to claim 6, characterized in that, it further includes: a fifth contactor and a sixth contactor; one end of the fifth contactor is respectively connected to one end of the third contactor, the negative pole of the first battery pack and the positive pole of the second battery pack; The other end of the fifth contactor is also connected to the positive electrode of the first battery pack through the first positive contactor, and the other end of the fifth contactor is also connected to the positive electrode of the DC charging unit through the first contactor; One end of the sixth contactor is respectively connected to one end of the fifth contactor, one end of the third contactor, the negative electrode of the first battery pack, and the positive electrode of the second battery pack; The other end of the sixth contactor is connected to the negative electrode of the AC charging unit, and the other end of the sixth contactor is also connected to the negative electrode of the DC charging unit through the second negative contactor.

8. The electric vehicle control system according to claim 7, wherein, the control module includes: a control unit and a switch tube unit; the switch tube unit is connected to the drive motor; the control unit is used to control the on / off state of the switch tube unit.

9. The electric vehicle control system according to claim 8, wherein, the switch tube unit includes an upper bridge switch unit and a lower bridge switch unit; the upper bridge switch unit includes a first IGBT component, a second IGBT component, and a third IGBT component, and the lower bridge switch unit includes a fourth IGBT component, a fifth IGBT component, and a sixth IGBT component; The first end of the first IGBT component is connected to the positive electrode of the first battery pack through the first positive contactor, the first end of the first IGBT component is also connected to the positive electrode of the DC charging unit through the first contactor, the second end of the first IGBT component is connected to the first end of the fourth IGBT component, and the third end of the first IGBT component is connected to the control unit; The first end of the second IGBT component is connected to the first end of the first IGBT component, the first end of the second IGBT component is also connected to the positive electrode of the first battery pack through the first positive contactor, the first end of the second IGBT component is also connected to the positive electrode of the DC charging unit through the first contactor, the second end of the second IGBT component is connected to the first end of the fifth IGBT component, and the third end of the second IGBT component is connected to the control unit; The first end of the third IGBT component is respectively connected to the first end of the first IGBT component and the first end of the second IGBT component, the first end of the third IGBT component is also connected to the positive electrode of the first battery pack through the first positive contactor, the first end of the third IGBT component is also connected to the positive electrode of the DC charging unit through the first contactor, the second end of the third IGBT component is connected to the first end of the sixth IGBT component, and the third end of the third IGBT component is connected to the control unit; The second terminal of the fourth IGBT component is connected to the negative pole of the AC charging unit. The second terminal of the fourth IGBT component is also connected to the negative pole of the second battery pack through the first negative contactor. The second terminal of the fourth IGBT component is also connected to the negative pole of the DC charging unit through the second negative contactor. The third terminal of the fourth IGBT component is connected to the control unit; The second terminal of the fifth IGBT component is connected to the second terminal of the fourth IGBT component. The second terminal of the fifth IGBT component is also connected to the negative pole of the second battery pack through the first negative contactor. The second terminal of the fifth IGBT component is also connected to the negative pole of the DC charging unit through the second negative contactor. The third terminal of the fifth IGBT component is connected to the control unit; The second terminal of the sixth IGBT component is respectively connected to the second terminal of the fourth IGBT component and the second terminal of the fifth IGBT component. The second terminal of the sixth IGBT component is also connected to the negative pole of the second battery pack through the first negative contactor. The second terminal of the sixth IGBT component is also connected to the negative pole of the DC charging unit through the second negative contactor. The third terminal of the sixth IGBT component is connected to the control unit.

10. The electric vehicle control system according to claim 9, wherein, the drive motor includes: a first inductor, a second inductor, and a third inductor; One end of the first inductor is respectively connected to the second terminal of the first IGBT component and the first terminal of the fourth IGBT component. The other end of the first inductor is connected to the other end of the third contactor. The other end of the first inductor is also connected to the positive pole of the DC charging unit through the fourth contactor; One end of the second inductor is respectively connected to the second terminal of the second IGBT component and the first terminal of the fifth IGBT component. The other end of the second inductor is respectively connected to the other end of the third contactor and the other end of the first inductor. The other end of the second inductor is also connected to the positive pole of the DC charging unit through the fourth contactor; One end of the third inductor is respectively connected to the second terminal of the third IGBT component and the first terminal of the sixth IGBT component. The other end of the third inductor is respectively connected to the other end of the third contactor, the other end of the first inductor, and the other end of the second inductor. The other end of the third inductor is also connected to the positive pole of the DC charging unit through the fourth contactor.

11. The electric vehicle control system according to claim 10, wherein, it further includes: a first pre-charge unit, and the first pre-charge unit is connected in parallel with the first positive contactor.

12. The electric vehicle control system according to claim 11, wherein, the first pre-charge unit includes a first resistor and a seventh contactor connected in series.

13. The electric vehicle control system according to claim 10, wherein, it further includes: a second pre-charge unit, and the second pre-charge unit is connected in parallel with the second contactor.

14. The electric vehicle charging control system according to claim 13, characterized in that, the second pre-charging unit includes a second resistor and an eighth contactor connected in series.

15. The electric vehicle control system according to claim 10, characterized in that, it further includes: a first capacitor, one end of the first capacitor is respectively connected to the first end of the first IGBT module, and the other end of the first capacitor is connected to the second end of the fourth IGBT.

16. The electric vehicle control system according to claim 10, characterized in that, it further includes: a second capacitor, the second capacitor is connected in parallel to the DC charging unit.

17. The electric vehicle control system according to claim 10, characterized in that, the control unit is configured to: when the first battery pack fails and the second battery pack does not fail, isolate the first battery pack and control the first negative contactor to close, so as to charge the second battery pack through the AC charging unit; or, when the second battery pack fails and the first battery pack does not fail, isolate the second battery pack, control the second contactor and the third contactor to close, control the upper bridge switch unit to disconnect, control the lower bridge switch unit to close, so as to charge the first inductor, the second inductor and the third inductor through the AC charging unit. At the end of the charging, control the upper bridge switch unit to close, control the lower bridge switch unit to disconnect, control the second contactor to disconnect, and control the first positive contactor and the third contactor to close, so as to charge the first battery pack through the first inductor, the second inductor and the third inductor.

18. The electric vehicle control system according to claim 10, characterized in that, the control unit is configured to: when the first battery pack fails and the second battery pack does not fail, isolate the first battery pack and control the first negative contactor, the second negative contactor, the third contactor and the fourth contactor to close, so as to charge the second battery pack through the DC charging unit; or, when the second battery pack fails and the first battery pack does not fail, isolate the second battery pack, control the first contactor, the first positive contactor, the third contactor and the second negative contactor to close, control the fourth contactor to disconnect, control the upper bridge switch unit to disconnect, and control at least one IGBT module in the lower bridge switch unit to close, so as to charge the first battery pack through the DC charging unit.

19. The electric vehicle control system according to claim 10, characterized in that, the control unit is configured to: when the first battery pack fails, isolate the first battery pack and control the first negative contactor and the fifth contactor to close, so as to supply power to the drive motor through the second battery pack; or, when the second battery pack fails, isolate the second battery pack and control the first positive contactor and the sixth contactor to close, so as to supply power to the drive motor through the first battery pack.

20. The electric vehicle control system according to any one of claims 17-19, characterized in that, the control unit is configured to: control the first positive contactor to disconnect to isolate the first battery pack.

21. The electric vehicle control system according to any one of claims 17-19, characterized in that, the control unit is configured to: control the first negative contactor to disconnect to isolate the second battery pack.

22. The electric vehicle control system according to claim 10, characterized in that, the control unit is configured to: when neither the first battery pack nor the second battery pack fails, control the battery pack with a higher power among the first battery pack and the second battery pack to charge the battery pack with a lower power, so as to achieve power balance.

23. The electric vehicle control system according to claim 22, characterized in that, the control unit is configured to: when the power of the second battery pack is greater than the power of the first battery pack, control the first positive contactor to disconnect, control the first negative contactor and the third contactor to close, control the upper bridge switch unit to disconnect, and control the lower bridge switch unit to close, so as to charge the first inductor, the second inductor and the third inductor through the second battery pack; after the charging of the first inductor, the second inductor and the third inductor is completed, control the first positive contactor and the third contactor to close, control the first negative contactor to disconnect, control the upper bridge switch unit to close, and control the lower bridge switch unit to disconnect, so as to charge the first battery pack through the first inductor, the second inductor and the third inductor.

24. The electric vehicle control system according to claim 22, characterized in that, the control unit is configured to: when the power of the first battery pack is greater than the power of the second battery pack, control the first positive contactor, the first contactor, the fourth contactor and the sixth contactor to close, control the first negative contactor to disconnect, control the upper bridge switch unit to disconnect, and control the lower bridge switch unit to close, so as to charge the first inductor, the second inductor and the third inductor through the first battery pack; after the charging of the first inductor, the second inductor and the third inductor is completed, control the first positive contactor to disconnect, control the first negative contactor, the third contactor, the fifth contactor and the sixth contactor to close, control the upper bridge switch unit to close, and control the lower bridge switch unit to disconnect, so as to charge the second battery pack through the first inductor, the second inductor and the third inductor.

25. The electric vehicle control system according to claim 22, characterized in that, before controlling the battery pack with a higher power among the first battery pack and the second battery pack to charge the battery pack with a lower power, the control unit is further configured to: control the charging module to charge the battery pack with a higher power among the first battery pack and the second battery pack until the battery pack with a higher power among the first battery pack and the second battery pack is fully charged.

26. An electric vehicle, characterized in that, comprises the electric vehicle control system according to any one of claims 1-25.

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