Vehicle-mounted charging and discharging system, control method, electronic equipment and vehicle

Abstract

The invention relates to the technical field of electric vehicles, in particular to a vehicle-mounted charging and discharging system, a control method, electronic equipment and a vehicle, and the vehicle-mounted charging and discharging system comprises an AC interface, a high-voltage battery interface, a low-voltage battery interface, a first DCDC isolation conversion module, a second DCDC isolation conversion module, a voltage stabilization assembly and a control module; the alternating current interface is connected with a port a of the isolation conversion module I; the high-voltage battery interface is connected with a port b of the isolation conversion module I and a port d of the DCDC isolation conversion module II; the low-voltage battery interface is connected with a port c of the isolation conversion module I and a port e of the DCDC isolation conversion module II; the voltage stabilizing assembly is connected between the port c of the isolation conversion module I and the low-voltage battery interface; the first DCDC isolation conversion module is connected with the control module, and the control module controls the port input and output mode of the first DCDC isolation conversion module according to the vehicle working mode. According to the invention, the dual-DCDC function requirement can be realized, an external independent DCDC is not needed, the integration level is high, the economic performance is excellent, and the engineering applicability is strong.

Description

Technical Field

[0001] The present invention relates to the technical field of electric vehicles, and particularly to an on-vehicle charging and discharging system, a control method, an electronic device, and a vehicle. Background Art

[0002] In the field of electric vehicles, the traditional on-vehicle charging system integration solution has many limitations. It only integrates several functional modules such as an on-vehicle charger, a single DCDC, and a DCAC. Since the whole vehicle adopts a 12V low-voltage power supply system, the peak output power of the DCDC is limited to within 3.5kW due to this limitation. If an attempt is made to further increase the power, components such as the power printed circuit board (PCB), the heat dissipation system, and the vehicle wiring harness will be difficult to match it.

[0003] With the development of automotive intelligence and electrification, new functions such as intelligent driving and steer-by-wire chassis have emerged continuously, posing higher requirements for the on-vehicle power supply power. However, due to the power limitation of the traditional integration solution, it cannot meet the power consumption requirements of these new functions and even has difficulty ensuring driving safety. To solve the problem of insufficient power, the commonly adopted method at present is to reconfigure a DCDC power module or adopt a dual small battery solution to achieve redundant design and power expansion.

[0004] However, both of these two solutions have obvious drawbacks. In the implementation process of the dual DCDC solution or the dual small battery solution, additional components such as power devices, housings, and connectors need to be added, which undoubtedly greatly increases the cost. At the same time, the internal space layout of the whole vehicle needs to be re-planned to accommodate the newly added components, and the laying and configuration of the wiring harness also need to be adjusted synchronously. Generally speaking, such an overall design solution not only increases the cost but also makes the system more complex, lacking feasibility in terms of economy and being difficult to meet the pursuit of cost control and efficient design in the automotive industry. Summary of the Invention

[0005] The purpose of the present invention is an on-vehicle charging and discharging system, a control method, an electronic device, and a vehicle, which can realize the functional requirements of dual DCDC, without the need for an external separate DCDC, having high integration, excellent economic performance, and strong engineering applicability.

[0006] To achieve the above purpose, the technical solution adopted by the present invention is as follows: In a first aspect, the present invention discloses a vehicle-mounted charging and discharging system, which includes an AC interface, a high-voltage battery interface, a low-voltage battery interface, a DCDC isolation conversion module I, a DCDC isolation conversion module II, a voltage stabilization component, and a control module; the AC interface is connected to port a of the isolation conversion module I; the high-voltage battery interface is connected to port b of the isolation conversion module I and port d of the DCDC isolation conversion module II; the low-voltage battery interface is connected to port c of the isolation conversion module I and port e of the DCDC isolation conversion module II; the voltage stabilization component is connected between port c of the isolation conversion module I and the low-voltage battery interface; the DCDC isolation conversion module I is connected to the control module, and the control module controls the input and output modes of the ports of the DCDC isolation conversion module I according to the vehicle working mode.

[0007] Further, it further includes an isolation module. Port c of the DCDC isolation conversion module I is connected to port f of the isolation module, port e of the DCDC isolation conversion module II is connected to port g of the isolation module, and port h of the isolation module is connected to the low-voltage battery interface. The isolation module serves as an electrical isolation barrier between the DCDC isolation conversion module I, the DCDC isolation conversion module II, and the low-voltage battery interface.

[0008] Further, a low-voltage rectification and filtering module I is connected between port g of the isolation module and port e of the DCDC isolation conversion module II.

[0009] Further, the voltage stabilization component includes a low-voltage rectification and filtering module II and a voltage stabilization module that are sequentially connected between port c of the DCDC isolation conversion module I and the low-voltage battery interface; the low-voltage rectification and filtering module II is connected to the control module.

[0010] Further, it further includes a high-voltage rectification and filtering module. The high-voltage battery interface is connected to port i of the high-voltage rectification and filtering module, port b of the DCDC isolation conversion module I is connected to port j of the high-voltage rectification and filtering module, and port d of the DCDC isolation conversion module II is connected to port k of the high-voltage rectification and filtering module; the high-voltage rectification and filtering module is connected to the control module.

[0011] Further, an AC filtering and pre-charging module and a PFC power conversion module are sequentially connected between the AC interface and port a of the isolation conversion module I; the AC filtering and pre-charging module and the PFC power conversion module are connected to the control module.

[0012] In a second aspect, the present invention discloses a control method for a vehicle-mounted charging and discharging system, which is applied to the control module and includes: Obtain the vehicle working mode; Control the port input and output modes of the first DCDC isolation conversion module according to the vehicle working mode.

[0013] Furthermore, the vehicle working mode includes a charging mode, a pure driving mode, a driving and discharging mode, and a parking and discharging mode; In response to the vehicle working mode being the charging mode, port a of the first DCDC isolation conversion module is the input terminal, port b of the first DCDC isolation conversion module is the output terminal, port c of the first DCDC isolation conversion module is disconnected, port d of the second DCDC isolation conversion module is the input terminal, and port e of the second DCDC isolation conversion module is the output terminal, so that the AC interface is conducted with the high-voltage battery interface through the first DCDC isolation conversion module, and the AC interface is conducted with the low-voltage battery interface through the first DCDC isolation conversion module and the second DCDC isolation conversion module connected in series; In response to the vehicle working mode being the pure driving mode, port a of the first DCDC isolation conversion module is disconnected, port b of the first DCDC isolation conversion module is the input terminal, port c of the first DCDC isolation conversion module is the output terminal, port d of the second DCDC isolation conversion module is the input terminal, and port e of the second DCDC isolation conversion module is the output terminal, so that the high-voltage battery interface is conducted with the low-voltage battery interface through the first DCDC isolation conversion module and the second DCDC isolation conversion module connected in parallel; In response to the vehicle working mode being the driving and discharging mode, port a of the first DCDC isolation conversion module is the output terminal, port b of the first DCDC isolation conversion module is the input terminal, port c of the first DCDC isolation conversion module is the output terminal, port d of the second DCDC isolation conversion module is the input terminal, and port e of the second DCDC isolation conversion module is the output terminal, so that the high-voltage battery interface is conducted with the low-voltage battery interface through the first DCDC isolation conversion module and the second DCDC isolation conversion module connected in parallel; the high-voltage battery interface is conducted with the AC interface through the first DCDC isolation conversion module; In response to the vehicle working mode being the parking and discharging mode, port a of the first DCDC isolation conversion module is the output terminal, port b of the first DCDC isolation conversion module is the input terminal, port c of the first DCDC isolation conversion module is disconnected, port d of the second DCDC isolation conversion module is the input terminal, and port e of the second DCDC isolation conversion module is the output terminal, so that the high-voltage battery interface is connected to the AC interface through the first DCDC isolation conversion module and conducted with the low-voltage battery interface through the second DCDC isolation conversion module.

[0014] In a third aspect, the present invention discloses an electronic device, which includes a memory and a processor, and the memory is connected to the processor; the memory is used for storing programs; the processor is used for calling the programs stored in the memory to execute the control method of the on-vehicle charging and discharging system described above.

[0015] In a fourth aspect, the present invention discloses a vehicle, which includes the on-vehicle charging and discharging system described above.

[0016] The present invention has the following unexpected beneficial effects: By connecting a voltage stabilizing component between port c of the isolation conversion module 1 and the low-voltage battery interface, and connecting the isolation conversion module 1 to the control module, and the control module controls the input and output mode of port of the DCDC isolation conversion module 1 according to the vehicle working mode, the system can operate efficiently in multiple working modes, realizing the functional requirements of dual DCDC, without the need for an external separate DCDC, with high integration, superior economic performance, and strong engineering applicability. Compared with the traditional on-vehicle charging system, it reduces a large number of external independent components and complex line connections, reduces the system complexity, improves the overall integration, saves the internal space of the vehicle, and makes the vehicle layout more compact and reasonable. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] In order to more clearly illustrate the specific embodiments of the present invention or the technical solutions in the prior art, the following will briefly introduce the drawings required for use in the description of the embodiments or the prior art. Obviously, the drawings in the following description are only some embodiments of the present invention.

[0018] Figure 1 The structural schematic diagram of an embodiment of the on-vehicle charging and discharging system described in the embodiment of the present invention is shown.

[0019] Figure 2 The structural schematic diagram of another embodiment of the on-vehicle charging and discharging system described in the embodiment of the present invention is shown.

[0020] Figure 3 The power conversion diagram of the on-vehicle charging and discharging system described in the embodiment of the present invention when the vehicle working mode is the charging mode is shown.

[0021] Figure 4 The power conversion diagram of the on-vehicle charging and discharging system described in the embodiment of the present invention when the vehicle working mode is the pure driving mode is shown.

[0022] Figure 5 The power conversion diagram of the on-vehicle charging and discharging system described in the embodiment of the present invention when the vehicle working mode is the driving and discharging mode is shown.

[0023] Figure 6The power conversion diagram of the on-vehicle charging and discharging system according to the embodiment of the present invention in the vehicle working mode of parking and discharging is shown.

[0024] In the figure, 1 - AC interface, 2 - high-voltage battery interface, 3 - low-voltage battery interface, 4 - DCDC isolation conversion module 1, 5 - DCDC isolation conversion module 2, 6 - control module, 7 - isolation module, 8 - low-voltage rectification and filtering module 1, 9 - low-voltage rectification and filtering module 2, 10 - voltage stabilization module, 11 - high-voltage rectification and filtering module, 12 - AC filtering and pre-charging module, 13 - PFC power conversion module. Specific embodiments

[0025] The embodiments of the present invention will be described below with reference to the accompanying drawings and preferred embodiments. Those skilled in the art can easily understand other advantages and effects of the present invention from the content disclosed in this specification. The present invention can also be implemented or applied through other different specific embodiments. Various details in this specification can also be modified or changed based on different viewpoints and applications without departing from the spirit of the present invention. It should be understood that the preferred embodiments are only for explaining the present invention, rather than for limiting the protection scope of the present invention.

[0026] It should be noted that the drawings provided in the following embodiments only illustrate the basic concept of the present invention in a schematic manner. The components shown in the drawings only show the components related to the present invention, rather than being drawn according to the number, shape, and size of the components in actual implementation. The type, quantity, and ratio of each component in actual implementation can be arbitrarily changed, and the component layout type may also be more complex.

[0027] In one embodiment, referring to Figure 1 As shown, the present invention discloses an on-vehicle charging and discharging system, including an AC interface 1, a high-voltage battery interface 2, a low-voltage battery interface 3, a DCDC isolation conversion module 1 4, a DCDC isolation conversion module 2 5, a voltage stabilization component, and a control module 6. The AC interface 1 is connected to port a of the isolation conversion module 1 4; the high-voltage battery interface 2 is connected to port b of the isolation conversion module 1 4 and port d of the DCDC isolation conversion module 2 5; the low-voltage battery interface 3 is connected to port c of the isolation conversion module 1 4 and port e of the DCDC isolation conversion module 2 5; the voltage stabilization component is connected between port c of the isolation conversion module 1 4 and the low-voltage battery interface 3. The DCDC isolation conversion module 1 4 is connected to the control module 6, and the control module 6 controls the input and output modes of the ports of the DCDC isolation conversion module 1 4 according to the vehicle working mode.

[0028] In the present invention, a voltage stabilizing component is connected between port c of the first isolation conversion module 4 and the low-voltage battery interface 3. The first isolation conversion module 4 is connected to the control module 6. The control module 6 controls the input and output modes of the ports of the DCDC isolation conversion module 4 according to the vehicle working mode, enabling the system to operate efficiently in multiple working modes, meeting the functional requirements of dual DCDC, eliminating the need for an external separate DCDC, having a higher integration level, superior economic performance, and stronger engineering applicability. When the vehicle is in the charging mode, the AC interface 1 accesses an external power source, conducts through the DCDC isolation conversion module 4 and the high-voltage battery interface 2 to charge the high-voltage battery, and at the same time conducts through the DCDC isolation conversion module 5 and the low-voltage battery interface 3 to supply power to the low-voltage battery, meeting the requirements of different batteries during vehicle charging. In the driving mode, if the high-voltage battery has sufficient power, the high-voltage battery interface 2 conducts through the isolation conversion module 4 and the DCDC isolation conversion module 5 to the low-voltage battery interface 3 to supply power to the low-voltage devices of the whole vehicle; when the vehicle is in the parking discharge mode, the electrical energy of the high-voltage battery can be output through the AC interface 1 to realize the external discharge function, greatly improving the flexibility of vehicle power supply.

[0029] The in-vehicle discharge system of the present invention integrates multiple components such as the AC interface 1, the high-voltage battery interface 2, the low-voltage battery interface 3, and two DCDC isolation conversion modules 4 and 5, integrating functions such as charging, discharging, and high-low voltage conversion. Compared with traditional in-vehicle charging systems, it reduces a large number of external independent components and complex wiring connections, reduces system complexity, improves the overall integration level, saves the internal space of the vehicle, and makes the vehicle layout more compact and reasonable.

[0030] Moreover, in the present invention, by setting two DCDC isolation conversion modules 4 and 5, when one of the modules fails, the other module can continue to work to ensure the continuity of vehicle power supply. For example, when the first DCDC isolation conversion module 4 has an abnormality, if the vehicle is in the driving mode, the second DCDC isolation conversion module 5 can temporarily undertake the task of supplying power to the low-voltage battery and key loads, avoiding vehicle failures caused by power supply interruption, ensuring driving safety, and effectively enhancing the reliability and stability of the system. At the same time, through a highly integrated design, the number of components is reduced, and the procurement cost is lowered; the simplified wiring connection and compact layout reduce the wiring cost and assembly cost during the production process; meanwhile, the improvement of system reliability reduces the cost of later maintenance and component replacement, effectively controlling costs from multiple dimensions.

[0031] As a preferred embodiment of the present invention, refer to Figure 1As shown in the figure, the on-vehicle charging and discharging system of the present invention further includes an isolation module 7. Port c of the first DCDC isolation conversion module 4 is connected to port f of the isolation module 7, port e of the second DCDC isolation conversion module 5 is connected to port g of the isolation module, and port h of the isolation module 7 is connected to the low-voltage battery interface 3. The isolation module 7 serves as an electrical isolation barrier between the first DCDC isolation conversion module 4, the second DCDC isolation conversion module 5 and the low-voltage battery interface 3.

[0032] Exemplarily, the isolation module 7 is composed of electronic switches such as MOSFET and Diode or isolation switches such as relays, serving as an isolator between the first DCDC isolation conversion module 4, the second DCDC isolation conversion module 5 and the low-voltage battery interface 3.

[0033] The setting of the isolation module 7 effectively prevents high voltage from accidentally conducting to the low-voltage battery and related low-voltage circuits. In case of module failure or abnormal voltage fluctuation, the isolation module 7 can block the high voltage, avoiding problems such as overvoltage damage and electrical short circuit of the low-voltage battery, ensuring the stability of the vehicle electrical system, reducing the safety risks caused by electrical faults, and protecting the safety of the personnel and equipment in the vehicle.

[0034] In a complex electromagnetic environment or electrical interference, the electromagnetic interference generated by the DCDC isolation conversion modules 4 and 5 may affect the low-voltage battery and related equipment. The isolation module 7 can effectively isolate the electromagnetic interference, reduce the impact of the interference on the low-voltage system, enable the low-voltage battery to charge and discharge stably, ensure the normal operation of in-vehicle electronic devices, and improve the stability and reliability of the entire on-vehicle charging and discharging system.

[0035] When a fault occurs in the system, the isolation module 7 confines the fault area to a specific range, facilitating technicians to quickly locate the fault. If a problem occurs in a certain DCDC isolation conversion module, through the isolation module 7, it can be determined whether the fault affects the low-voltage battery, reducing the troubleshooting difficulty, shortening the repair time, improving the vehicle repair efficiency, and reducing the vehicle downtime caused by repairs.

[0036] Further, as shown in Figure 2 the figure, a first low-voltage rectification and filtering module 8 is connected between port g of the isolation module 7 and port e of the second DCDC isolation conversion module 5.

[0037] The low-voltage rectification and filtering module 8 can rectify and filter the electric energy output by the DCDC isolation conversion module 5. During the power transmission process, the current and voltage output by the DCDC isolation conversion module 5 may have fluctuations and clutter. The low-voltage rectification and filtering module 8 can convert these unstable alternating currents into smoother direct currents, effectively removing interference components such as harmonics. Furthermore, it can provide purer and more stable electric energy for the low-voltage battery, avoiding the reduction of the charging efficiency and the shortening of the service life of the low-voltage battery due to poor power quality. At the same time, it also ensures that various in-vehicle low-voltage devices connected to the low-voltage battery interface 3 can operate stably, reducing the failures caused by voltage fluctuations.

[0038] Different in-vehicle devices have different requirements for the quality and stability of electric energy. After adding the low-voltage rectification and filtering module 8, the processed electric energy can better meet the needs of various low-voltage devices, improving the compatibility of the entire in-vehicle charging and discharging system with various low-voltage devices. Whether it is the in-vehicle intelligent cockpit electronic devices with high requirements for voltage stability or the in-vehicle sensors that are more sensitive to current fluctuations, they can all work normally under the stable electric energy provided by this system, broadening the scope of application of the system and facilitating the integration of more types of devices into the vehicle electrical system.

[0039] As a preferred embodiment of the present invention, refer to Figure 2 As shown, the voltage stabilization component includes a low-voltage rectification and filtering module 9 and a voltage stabilization module 10 that are sequentially connected between the port c of the DCDC isolation conversion module 1 and the low-voltage battery interface; the low-voltage rectification and filtering module 9 is connected to the control module 6.

[0040] The low-voltage rectification and filtering module 9 and the voltage stabilization module 10 work together to double-optimize the power quality. The low-voltage rectification and filtering module 9 can first rectify and filter the electric energy output by the DCDC isolation conversion module 4, removing the AC components and clutter in the current and converting it into relatively smooth direct current. Subsequently, the voltage stabilization module 10 further stabilizes the preliminarily processed direct current to ensure that the voltage output to the low-voltage battery interface 3 is stable within a suitable range. Furthermore, it effectively avoids damage to the low-voltage battery caused by voltage fluctuations, extends the service life of the low-voltage battery, and at the same time provides a stable and reliable power supply for in-vehicle low-voltage devices, reducing the failures of the devices caused by unstable voltage and improving the stability and reliability of the device operation.

[0041] The low-voltage rectification and filtering module II 9 is connected to the control module 6, enabling the control module 6 to obtain the power state information processed by the low-voltage rectification and filtering module II 9 in real time. The control module 6 accurately controls the working state of the DCDC isolation conversion module I 4 and adjusts the parameters of the low-voltage rectification and filtering module II 9 and the voltage stabilization module 10 based on the obtained power state information, combined with the actual working mode and power consumption requirements of the vehicle. For example, under different working conditions such as vehicle startup, acceleration, and deceleration, the control module 6 can dynamically adjust the working parameters of each module according to the power change of the electrical equipment, ensuring that the entire vehicle-mounted charging and discharging system is always in the best working state and realizing intelligent and efficient power management.

[0042] This setting method of the voltage stabilization component in this preferred embodiment enhances the adaptability of the vehicle-mounted charging and discharging system to different types of low-voltage batteries and vehicle-mounted low-voltage equipment. Different brands and models of low-voltage batteries and low-voltage equipment have different requirements for input voltage and current. Through the coordinated work of the low-voltage rectification and filtering module II 9 and the voltage stabilization module 10, the output power parameters can be flexibly adjusted to better meet the needs of various equipment, which is conducive to selecting more types of low-voltage equipment during vehicle design and production, improving the diversity and flexibility of the vehicle's electrical system, and meeting the diverse needs of different users for vehicle functions and configurations.

[0043] As a preferred embodiment of the present invention, refer to Figure 2 As shown, the vehicle-mounted charging and discharging system of the present invention further includes a high-voltage rectification and filtering module 11. The high-voltage battery interface 2 is connected to the port i of the high-voltage rectification and filtering module 11. The port b of the DCDC isolation conversion module I 4 is connected to the port j of the high-voltage rectification and filtering module 11. The port d of the DCDC isolation conversion module II 5 is connected to the port k of the high-voltage rectification and filtering module 11. The high-voltage rectification and filtering module 11 is connected to the control module 6.

[0044] The high-voltage rectification and filtering module 11 can rectify and filter the high-voltage direct current input by the high-voltage battery interface 2. In actual applications, the direct current output by the high-voltage battery may have problems such as voltage fluctuations and harmonics. The high-voltage rectification and filtering module 11 can convert it into a more stable and pure direct current, providing a better input power supply for the DCDC isolation conversion module I 4 and the DCDC isolation conversion module II 5. This helps to improve the conversion efficiency and stability of the two DCDC modules 4 and 5, reduce module losses and failure risks caused by poor input power quality, and ensure the reliable operation of the entire vehicle-mounted charging and discharging system.

[0045] The high-voltage rectification and filtering module 11 is connected to the control module 6, enabling the control module 6 to obtain real-time information related to the electrical energy on the high-voltage side, such as parameters like voltage and current. Based on this data, the control module 6 can more precisely regulate the operating state of the high-voltage rectification and filtering module 11 and the operating mode of the entire on-vehicle charging and discharging system. For example, when it detects that the high-voltage battery voltage is too high or too low, the control module 6 can promptly adjust the parameters of the high-voltage rectification and filtering module 11 or coordinate the operation of the DCDC isolation conversion modules 4 and 5 to ensure that the system can operate stably under various working conditions and achieve efficient management and utilization of electrical energy.

[0046] After adding the high-voltage rectification and filtering module 11, the compatibility of the on-vehicle charging and discharging system with different types of high-voltage batteries is improved. The output characteristics of high-voltage batteries from different brands and models may vary, and the high-voltage rectification and filtering module 11 can effectively process and adapt to these differences, enabling the on-vehicle charging and discharging system to better cooperate with various high-voltage batteries. In addition, this design also facilitates the expansion of the system. When the system needs to be upgraded or improved in the future, it is easier to add new functional modules or optimize existing modules to meet the evolving requirements of the on-vehicle electrical system.

[0047] The high-voltage rectification and filtering module 11, the second DCDC isolation conversion module 5, the first low-voltage rectification and filtering module 8, and the isolation module 7 form the first DCDC power loop, with a designed power capacity of up to 3.5 kW, used to supply power to traditional low-voltage electrical systems such as on-vehicle electronic devices, lighting systems, and intelligent cockpits.

[0048] The high-voltage rectification and filtering module 11, the first DCDC isolation conversion module 5, the second low-voltage rectification and filtering module 9, the voltage stabilization module 10, and the isolation module 7 form the second DCDC power loop, with a designed power capacity of up to 2 kW, used for capacity expansion and supplementation for new functions and new requirements such as intelligent driving and steer-by-wire chassis.

[0049] The two DCDC power loops have clear divisions of labor. The first 3.5-kW power loop supplies power to traditional low-voltage electrical systems such as on-vehicle electronic devices, lighting systems, and intelligent cockpits. These devices usually have relatively high requirements for power stability and continuity. The first power loop can stably provide the appropriate power to ensure the normal operation of the devices. For example, for the display screens and infotainment systems in the intelligent cockpit, stable power supply can ensure their smooth operation and enhance the user experience. The second 2-kW power loop is used for capacity expansion and supplementation for new functions such as intelligent driving and steer-by-wire chassis. The technologies of intelligent driving and steer-by-wire chassis are constantly evolving, with special and growing electrical energy requirements. The second loop can meet their additional power demands, such as power supply for intelligent driving sensors and steer-by-wire chassis actuators, promoting the development of vehicle intelligence and automation.

[0050] The independent dual DCDC power loop design improves the system reliability and redundancy. If the first power loop fails, the second power loop can, to a certain extent, provide emergency power supply for critical traditional low-voltage devices, ensuring the operation of the basic functions of the vehicle. Conversely, when the second loop fails, the first loop can maintain the operation of the main traditional devices, preventing the vehicle from being paralyzed due to the failure of one loop and ensuring the safe driving of the vehicle under partial fault conditions, enhancing the fault tolerance of the vehicle electrical system.

[0051] As a preferred embodiment of the present invention, refer to Figure 2 As shown, an AC filtering and precharging module 12 and a PFC power conversion module 13 are sequentially connected between the AC interface 1 and the port a of the isolation conversion module 1-4; the AC filtering and precharging module 12 and the PFC power conversion module 13 are connected to the control module 6.

[0052] The AC filtering and precharging module 12 can effectively filter out the clutter and interference signals in the alternating current input from the AC interface 1, ensuring that the electric energy entering the subsequent circuit is purer, reducing the interference to other electronic components in the system, and improving the stability and reliability of the system. At the same time, the precharging function can avoid generating excessive inrush current at the moment of power-on, protecting the components in the circuit from damage. The PFC power conversion module 13 is dedicated to improving the power factor, reducing the consumption of reactive power, and enabling more efficient utilization of electric energy. This not only reduces energy waste but also decreases the harmonic pollution to the power grid, improving the power quality of the entire charging process.

[0053] The connection between the AC filtering and precharging module 12 and the PFC power conversion module 13 and the control module 6 lays the foundation for achieving precise charging control. The control module 6 can monitor real-time parameters such as the voltage and current of the AC input, and dynamically adjust the working states of the AC filtering and precharging module 12 and the PFC power conversion module 13 based on this information. At the initial stage of charging, the control module 6 can adjust the magnitude and duration of the precharging current according to the initial state and remaining power of the battery to ensure the safe charging of the battery. During the charging process, as the battery power increases and the voltage changes, the control module 6 can timely adjust the working parameters of the PFC power conversion module 13 to maintain the best charging efficiency and power factor. This precise control not only improves the charging speed but also effectively protects the battery and extends its service life.

[0054] The AC filtering and pre-charging module 12 and the PFC power conversion module 13 can effectively process alternating current from various sources. Whether it is a household single-phase power supply or a three-phase industrial power supply, through corresponding adjustments, the system can operate normally. The control module 6 flexibly adjusts the working modes of the two modules according to the characteristics of the input power supply, ensuring that the system can operate stably under different voltage, frequency, and power conditions. This enables the vehicle to ensure the safety and efficiency of charging when charging in different places, expanding the scope of use of the vehicle.

[0055] In one embodiment, the present invention also discloses a control method for an in-vehicle charging and discharging system, which is applied to the control module and includes: Obtain the vehicle working mode; According to the vehicle working mode, control the port input and output modes of the first DCDC isolation conversion module.

[0056] The control method of the present invention controls the port input and output modes of the first DCDC isolation conversion module 5 by obtaining the vehicle working mode, enabling the in-vehicle charging and discharging system to be closely adapted to different working conditions of the vehicle. Targeted control according to the vehicle working mode helps to ensure the stable operation of the in-vehicle charging and discharging system. Under different working modes, the power consumption requirements and power sources of the vehicle are different. If the port input and output modes of the first DCDC isolation conversion module 4 are fixed, it is easy to cause system failures or low efficiency. By obtaining the working mode in real time and flexibly controlling, problems such as voltage fluctuations and current overload caused by input-output mismatches can be avoided, ensuring the stable operation of each component in the system, extending the service life of the equipment, reducing the probability of failures, and enhancing the reliability of the vehicle's electrical system.

[0057] As a preferred embodiment of the present invention, the vehicle working mode includes a charging mode, a pure driving mode, a driving and discharging mode, and a parking and discharging mode. Specifically: See Figure 3As shown, in response to the vehicle operating mode being the charging mode, port a of the first DCDC isolation conversion module 4 is the input terminal, port b of the first DCDC isolation conversion module 4 is the output terminal, port c of the first DCDC isolation conversion module 4 is disconnected, port d of the second DCDC isolation conversion module 5 is the input terminal, and port e of the second DCDC isolation conversion module 5 is the output terminal, so that the AC interface 1 is conducted to the high-voltage battery interface 2 through the first DCDC isolation conversion module 4, and the AC interface 1 is conducted to the low-voltage battery interface 3 through the first DCDC isolation conversion module 4 and the second DCDC isolation conversion module 5 connected in series. Setting the port connection method in this way in the charging mode can build an efficient charging path. The alternating current input by the AC interface is input through port a of the first DCDC isolation conversion module and the direct current output from port b charges the high-voltage battery, forming a direct and efficient high-voltage charging path to ensure that the high-voltage battery can be charged quickly and stably. For charging the low-voltage battery, the electrical energy of the AC interface is first preliminarily converted by the first DCDC isolation conversion module and then further converted by the second DCDC isolation conversion module and then output from port e to the low-voltage battery. This series conversion method performs hierarchical conversion according to the characteristics of different modules, which can effectively improve the electrical energy conversion efficiency, reduce energy loss, and make the low-voltage battery charging more efficient.

[0058] Moreover, by disconnecting port c of the first DCDC isolation conversion module, it can effectively avoid problems such as current backflow or short circuit caused by improper port connection in the charging mode. This design cuts off the possible abnormal current path and ensures the electrical safety of the system during the charging process. At the same time, the two DCDC isolation conversion modules work together and each undertakes the corresponding conversion task, which can reduce the working load of a single module and reduce the risk of module damage caused by overload, further ensuring the safety and stability of the entire charging system.

[0059] See Figure 4 As shown, in response to the vehicle operating mode being the pure driving mode, port a of the first DCDC isolation conversion module 4 is disconnected, port b of the first DCDC isolation conversion module 4 is the input terminal, port c of the first DCDC isolation conversion module 4 is the output terminal, port d of the second DCDC isolation conversion module 5 is the input terminal, and port e of the second DCDC isolation conversion module 5 is the output terminal, so that the high-voltage battery interface 2 is conducted to the low-voltage battery interface 3 through the first DCDC isolation conversion module 4 and the second DCDC isolation conversion module 5 connected in parallel.

[0060] In pure driving mode, numerous low-voltage devices in the vehicle (such as in-vehicle electronic devices, lighting systems, etc.) require a stable power supply. The high-voltage battery interface 2 is connected to the low-voltage battery interface 3 through the parallel DCDC isolation conversion module one 4 and DCDC isolation conversion module two 5. The two conversion modules 4 and 5 can jointly supply power to the low-voltage system, and thus can provide sufficient power output to ensure the normal operation of the low-voltage system during vehicle driving, avoid equipment failures or performance degradation caused by insufficient power supply, and improve the reliability of the vehicle's electrical system during driving. Moreover, the two conversion modules 4 and 5 work in parallel and can dynamically adjust their respective output powers according to the actual load demand, making the energy conversion and distribution more efficient. For example, when the low-voltage load is small, the two modules 4 and 5 can jointly share a small power output, reducing the loss of a single module; when the low-voltage load is large, the two modules 4 and 5 can work at full load simultaneously to meet the high-power demand, thereby improving the energy utilization efficiency of the entire system. In addition, during vehicle driving, the demand of the low-voltage load changes with different driving conditions. For example, when driving at night, the power demand of the lighting system increases; when using multimedia devices or other electronic devices, the low-voltage load also increases. By supplying power in parallel through the two DCDC isolation conversion modules 4 and 5, it can better adapt to these different condition changes, flexibly adjust the power supply, and ensure a stable and sufficient power supply for the low-voltage system under various driving conditions.

[0061] At the same time, due to the adoption of the parallel connection method of two DCDC isolation conversion modules 4 and 5, a redundant design is provided for the system. If one of the conversion modules fails, the other conversion module can still continue to work and maintain the power supply to the low-voltage battery and low-voltage devices. This greatly reduces the risk of the entire low-voltage power supply system being paralyzed due to a single module failure, enhances the fault tolerance of the on-vehicle charging and discharging system, and improves the safety and reliability of the vehicle during driving.

[0062] See Figure 5 As shown, in response to the vehicle operating mode being driving and discharging mode, the port a of the DCDC isolation conversion module one 4 is the output terminal, the port b of the DCDC isolation conversion module one 4 is the input terminal, the port c of the DCDC isolation conversion module one 4 is the output terminal, the port d of the DCDC isolation conversion module two 5 is the input terminal, and the port e of the DCDC isolation conversion module two 5 is the output terminal, so that the high-voltage battery interface 2 is connected in parallel with the DCDC isolation conversion module one 4 and the DCDC isolation conversion module two 5 and is connected to the low-voltage battery interface 2; the high-voltage battery interface 2 is connected to the AC interface 1 through the DCDC isolation conversion module one 4.

[0063] On the one hand, in the driving power discharge mode, the high-voltage battery interface 2 is connected to the low-voltage battery interface 3 through the parallel DCDC isolation conversion module one 4 and DCDC isolation conversion module two 5. The two conversion modules 4 and 5 work together to provide sufficient and stable power for the low-voltage battery and in-vehicle low-voltage devices.

[0064] On the other hand, the high-voltage battery interface 2 is connected to the AC interface 1 through the DCDC isolation conversion module one 4, enabling the vehicle to have the ability to discharge externally. During driving, if there is an external electrical device that needs power supply, such as emergency rescue equipment, outdoor working equipment, etc., the vehicle can convert the direct current of the high-voltage battery into alternating current through the DCDC isolation conversion module one 4 and output it from the AC interface to provide power support for external devices. This greatly expands the usage scenarios and functions of the vehicle, making the vehicle not only a means of transportation but also a mobile power supply station. The DCDC isolation conversion module one 4 can realize two functions of power supply for the low-voltage system and external discharge under different port states, improving the flexibility of the system, enabling the vehicle to quickly switch between different power consumption modes according to the actual situation, and better coping with various complex driving and power consumption scenarios.

[0065] See Figure 6 As shown, in response to the vehicle working mode being the parking power discharge mode, port a of the DCDC isolation conversion module one 4 is the output terminal, port b of the DCDC isolation conversion module one 4 is the input terminal, port c of the DCDC isolation conversion module one 4 is disconnected, port d of the DCDC isolation conversion module two 5 is the input terminal, and port e of the DCDC isolation conversion module two 5 is the output terminal, so that the high-voltage battery interface 2 is connected to the AC interface 1 through the DCDC isolation conversion module one 4 and is connected to the low-voltage battery interface 3 through the DCDC isolation conversion module two 5.

[0066] When parking, set port a of the DCDC isolation conversion module one 4 as the output terminal and port b as the input terminal, so that the high-voltage battery interface 2 is connected to the AC interface 1 through the DCDC isolation conversion module one 4. Then, the vehicle can convert the direct current of the high-voltage battery into alternating current and output it from the AC interface 1 to supply power to external electrical devices. For example, when camping outdoors, it can supply power to lighting devices, cooking appliances, etc., greatly expanding the usage scenarios and functions of the vehicle.

[0067] Port d of the DCDC isolation conversion module two 5 is the input terminal and port e is the output terminal, realizing that the high-voltage battery interface 2 is connected to the low-voltage battery interface 3 through the DCDC isolation conversion module two 5, and can charge the low-voltage battery, ensuring the normal operation of the low-voltage system (such as vehicle control system, anti-theft system, etc.) during parking and maintaining the stability of the basic functions of the vehicle.

[0068] The port c of the DCDC isolation conversion module 4 is disconnected, avoiding problems such as abnormal current interference or short circuit that may occur in the parking power discharge mode, playing a role of safety isolation, and ensuring the safety and stability of the entire charging and discharging system.

[0069] In one embodiment, the present invention also discloses an electronic device, which includes a memory and a processor, and the memory is connected to the processor; the memory is used for storing programs; the processor is used for calling the programs stored in the memory to execute the control method of the above vehicle-mounted charging and discharging system.

[0070] In one embodiment, the present invention also discloses a vehicle, which includes the above vehicle-mounted charging and discharging system.

[0071] The above embodiments are only preferred embodiments given to fully illustrate the present invention, and the protection scope of the present invention is not limited thereto. Equivalent substitutions or transformations made by those skilled in the art on the basis of the present invention are all within the protection scope of the present invention.

Claims

1. A vehicle-mounted charging and discharging system, characterized in that, It includes an AC interface (1), a high-voltage battery interface (2), a low-voltage battery interface (3), a DCDC isolation conversion module one (4), a DCDC isolation conversion module two (5), a voltage stabilization component, and a control module (6); The AC interface (1) is connected to port a of the isolation conversion module one (4); The high-voltage battery interface (2) is connected to port b of the isolation conversion module one (4) and port d of the DCDC isolation conversion module two (5); The low-voltage battery interface (3) is connected to port c of the isolation conversion module one (4) and port e of the DCDC isolation conversion module two (5); The voltage stabilization component is connected between port c of the isolation conversion module one (4) and the low-voltage battery interface (3); The DCDC isolation conversion module one (4) is connected to the control module (6), and the control module (6) controls the input / output mode of the ports of the DCDC isolation conversion module one (4) according to the vehicle working mode.

2. The in-vehicle charging and discharging system according to claim 1, characterized in that: It further includes an isolation module (7). Port c of the DCDC isolation conversion module one (4) is connected to port f of the isolation module (7), port e of the DCDC isolation conversion module two (5) is connected to port g of the isolation module (7), and port h of the isolation module (7) is connected to the low-voltage battery interface (3). The isolation module (7) serves as an electrical isolation barrier between the DCDC isolation conversion module one (4) and the DCDC isolation conversion module two (5) and the low-voltage battery interface (3).

3. The in-vehicle charging and discharging system according to claim 2, wherein: A low-voltage rectification and filtering module one (8) is connected between port g of the isolation module (7) and port e of the DCDC isolation conversion module two (5).

4. The in-vehicle charging and discharging system according to claim 1, wherein: The voltage stabilization component includes a low-voltage rectification and filtering module two (9) and a voltage stabilization module (10) connected in sequence between port c of the DCDC isolation conversion module one (4) and the low-voltage battery interface (3); The low-voltage rectification and filtering module two (9) is connected to the control module (6).

5. The in-vehicle charging and discharging system according to claim 1, characterized in that: It further includes a high-voltage rectification and filtering module (11). The high-voltage battery interface (2) is connected to port i of the high-voltage rectification and filtering module (11), port b of the DCDC isolation conversion module one (4) is connected to port j of the high-voltage rectification and filtering module (11), and port d of the DCDC isolation conversion module two (5) is connected to port k of the high-voltage rectification and filtering module (11); The high-voltage rectification and filtering module (11) is connected to the control module (6).

6. The in-vehicle charging and discharging system according to claim 1, wherein: An AC filtering and pre-charging module (12) and a PFC power conversion module (13) are connected in sequence between the AC interface (1) and port a of the isolation conversion module one (4); The AC filtering and pre-charging module (12) and the PFC power conversion module (13) are connected to the control module (6).

7. A control method for an in-vehicle charging and discharging system, characterized in that, Applied to the control module (6), it includes: Obtain the vehicle working mode; According to the vehicle working mode, control the input / output mode of the ports of the DCDC isolation conversion module one (4).

8. The control method of the in-vehicle charging and discharging system according to claim 7, characterized in that: The vehicle working modes include a charging mode, a pure driving mode, a driving and discharging mode, and a parking and discharging mode; In response to the vehicle operating mode being the charging mode, port a of the first DCDC isolation conversion module (4) is the input terminal, port b of the first DCDC isolation conversion module (4) is the output terminal, port c of the first DCDC isolation conversion module (4) is disconnected, port d of the second DCDC isolation conversion module (5) is the input terminal, and port e of the second DCDC isolation conversion module (5) is the output terminal, so that the AC interface (1) is conducted with the high-voltage battery interface (2) through the first DCDC isolation conversion module (4), and the AC interface (1) is conducted with the low-voltage battery interface (3) through the series-connected first DCDC isolation conversion module (4) and the second DCDC isolation conversion module (5); In response to the vehicle operating mode being the pure driving mode, port a of the first DCDC isolation conversion module (4) is disconnected, port b of the first DCDC isolation conversion module (4) is the input terminal, port c of the first DCDC isolation conversion module (4) is the output terminal, port d of the second DCDC isolation conversion module (5) is the input terminal, and port e of the second DCDC isolation conversion module (5) is the output terminal, so that the high-voltage battery interface (2) is conducted with the low-voltage battery interface (3) through the parallel connection of the first DCDC isolation conversion module (4) and the second DCDC isolation conversion module (5); In response to the vehicle operating mode being the driving and discharging mode, port a of the first DCDC isolation conversion module (4) is the output terminal, port b of the first DCDC isolation conversion module (4) is the input terminal, port c of the first DCDC isolation conversion module (4) is the output terminal, port d of the second DCDC isolation conversion module (5) is the input terminal, and port e of the second DCDC isolation conversion module (5) is the output terminal, so that the high-voltage battery interface (3) is conducted with the low-voltage battery interface (2) through the parallel connection of the first DCDC isolation conversion module (4) and the second DCDC isolation conversion module (5); the high-voltage battery interface (3) is conducted with the AC interface (1) through the first DCDC isolation conversion module (4); In response to the vehicle operating mode being the parking and discharging mode, port a of the first DCDC isolation conversion module (4) is the output terminal, port b of the first DCDC isolation conversion module (4) is the input terminal, port c of the first DCDC isolation conversion module (4) is disconnected, port d of the second DCDC isolation conversion module (5) is the input terminal, and port e of the second DCDC isolation conversion module (5) is the output terminal, so that the high-voltage battery interface (2) is connected to the AC interface (1) through the first DCDC isolation conversion module (4) and is conducted with the low-voltage battery interface (3) through the second DCDC isolation conversion module (5).

9. An electronic device, characterized in that: It includes a memory and a processor, and the memory is connected to the processor; The memory is used for storing programs; The processor is used for calling the program stored in the memory to execute the control method of the in-vehicle charging and discharging system as described in claim 7 or 8.

10. A vehicle, characterized in that: It includes the in-vehicle charging and discharging system as described in any one of claims 1 to 6.

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