Multifunctional equipment and vehicle

Abstract

The invention relates to the field of new energy, in particular to multifunctional equipment and a vehicle. The multifunctional equipment comprises a power supply, an inverter, a motor and a multifunctional device. Wherein the power supply is used for supplying power to the inverter, the motor and the multifunctional device. Under the action of the multifunctional device, the multifunctional equipment can realize multiple functions at the same time. The multifunctional device comprises a plurality of switches, a plurality of switch tubes and a second controller. Under the cooperation of the plurality of switches, the plurality of switch tubes and the second controller, the multifunctional device can realize a plurality of different functions. Therefore, the multifunctional equipment can solve the technical problem that in the prior art, a high-voltage system can only achieve the function of pushing a vehicle to move through a battery and an electric control driving motor, and the function is very single, can achieve multiple different functions, and meets the application requirements of different scenes.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of circuit, in particular to a multifunctional device and a vehicle. BACKGROUND

[0002] In the field of new energy vehicles, as shown in the prior art, the traditional high-voltage system is composed of a battery, a motor and an electric control. Among them, the battery usually refers to a high-voltage power battery pack, which is a core component for storing high-voltage electric energy. The motor, also known as the driving motor, is a core component for converting high-voltage electric energy into mechanical energy. The electric control, also known as the motor controller (MCU), is a bridge connecting the battery and the motor, responsible for analyzing instructions and adjusting energy. At present, the high-voltage system can only drive the motor through the battery and the electric control, thereby pushing the vehicle to move, which is a very single function. Figure 1 SUMMARY

[0003] The present application provides a multifunctional device, which can realize multiple functions and adapt to different scene use requirements.

[0004] In a first aspect, a multifunctional device is provided, comprising: a power supply comprising a first switch, a battery and a second switch connected in series, a first end of the first switch being connected to a first end of the battery, a second end of the battery being connected to a first end of the second switch; an inverter comprising a first controller, a first branch, a second branch, a third branch and a fourth branch arranged side by side, wherein the first branch comprises a first capacitor, the second branch comprises a first switch tube and a second switch tube connected in series, the third branch comprises a third switch tube and a fourth switch tube connected in series, the fourth branch comprises a fifth switch tube and a sixth switch tube connected in series, control ends of the first switch tube to the sixth switch tube being connected to the first controller respectively, the inverter and the power supply being connected in parallel; a motor comprising a first coil, a second coil and a third coil, a first end of the first coil being connected to a common end of the first switch tube and the second switch tube, a first end of the second coil being connected to a common end of the third switch tube and the fourth switch tube, a first end of the third coil being connected to a common end of the fifth switch tube and the sixth switch tube, a second end of the first coil, a second end of the second coil and a second end of the third coil being connected; ​A multifunctional device includes a third switch, a fourth switch, a fifth switch, a sixth switch, a fourth coil, a seventh switch transistor, an eighth switch transistor, a second capacitor, and a second controller. The first terminal of the third switch is connected to the second terminal of the first switch, and the second terminal of the third switch is connected to the input terminal of the seventh switch transistor. The first terminal of the fourth switch is connected to the first terminal of the third switch, and the second terminal of the fourth switch is connected to the first terminal of the fourth coil. The first terminal of the fifth switch is connected to the common terminal of the first coil, the second coil, and the third coil, and the second terminal of the fifth switch is connected to the first terminal of the fourth coil. The first terminal of the sixth switch is connected to the second terminal of the second switch, and the second terminal of the sixth switch is connected to the output terminal of the eighth switch transistor. The second terminal of the fourth coil is connected to the common terminal between the seventh and eighth switch transistors. The output terminal of the seventh switch transistor is connected to the input terminal of the eighth switch transistor. The control terminals of the seventh and eighth switch transistors are respectively connected to the control ports of the second controller. The second terminal of the third switch is connected to the first terminal of the second capacitor, and the second terminal of the sixth switch is connected to the second terminal of the second capacitor. Diodes are connected in parallel to the first through eighth switch transistors. In high-voltage power-on mode The first switch is closed, the second switch is closed, the third switch is open, the fourth switch is open, the fifth switch is closed, and the sixth switch is closed. The first controller is used to input a first pulse width modulation (PWM) signal to at least one of the first switch, the third switch, and the fifth switch, and the second controller is used to input a first PWM signal to the eighth switch.

[0005] In the above scheme, the system is in a buck state, slowly charging the second capacitor to a voltage close to that of the battery, thereby avoiding excessive voltage difference across the switch and the generation of a large surge current at the moment of closing, which could cause the contactor to stick together.

[0006] In some possible designs, during the transition from the high-voltage power-on mode to the driving mode, The third switch is closed, the fifth switch is open, and the sixth switch is closed. The first controller is used to stop inputting a first PWM signal to at least one of the first switch, the third switch, and the fifth switch, and the second controller is used to stop inputting a first PWM signal to the eighth switch.

[0007] The above solution effectively suppresses the amplitude of inverter bus voltage fluctuations, especially during rapid acceleration or deceleration of the vehicle. The second capacitor effectively absorbs power fluctuations on the DC bus, resulting in a more stable bus voltage in the inverter. This helps improve inverter control stability and maintain stable output performance. Furthermore, the randomness of vehicle operation means that power demand fluctuations can be very large. The second capacitor effectively absorbs motor power fluctuations, thereby reducing the amplitude of battery output power fluctuations and helping to extend battery life. When a serious fault occurs during high-speed vehicle operation, the inverter immediately stops current output for self-protection. The back EMF of the motor suddenly rises at high speed. At this time, the second capacitor quickly absorbs the surge current from the motor, thus preventing the sudden increase in back EMF from causing serious impact or even damage to the inverter and the vehicle's high-voltage system.

[0008] In some possible designs, when switching from the high-voltage power-on mode to the normal charging mode, The third switch is closed, the fifth switch is open, and the sixth switch is closed. The first controller is used to stop inputting a first PWM signal to at least one of the first switch, the third switch, and the fifth switch, and the second controller is used to stop inputting a first PWM signal to the eighth switch.

[0009] In the above scheme, the second capacitor can absorb power fluctuations from the charging pile, making the charging power of the whole vehicle more stable, better protecting the battery, and effectively reducing power fluctuations caused by the charging pile constantly adjusting its output. If, during the charging process, the whole vehicle urgently or accidentally disconnects the relevant contactors (such as the first switch and the second switch) for some reason, but the charging pile still maintains output, the second capacitor will effectively absorb the power from the charging pile, giving the charging pile enough fault response time and avoiding damage to the vehicle's high-voltage system or the charging pile.

[0010] In some possible designs, during the transition from the high-voltage power-on mode to the boost charging mode, The first controller is used to input a second PWM signal to at least one of the second switch, the fourth switch, and the sixth switch; the second controller is used to input a second PWM signal to the seventh switch. When the voltage of the second capacitor is approximately equal to the rated operating voltage of the charging pile, the first controller is used to stop inputting the second PWM signal to at least one of the second, fourth, and sixth switching transistors; the second controller is used to stop inputting the second PWM signal to the seventh switching transistor. When the BMS controller sends a charging request to the charging pile, the first controller is used to input a third PWM signal to at least one of the second, fourth, and sixth switching transistors, and the second controller is used to input a third PWM signal to the seventh switching transistor.

[0011] In the above scheme, since the battery voltage is relatively high and the charging pile voltage is relatively low, the second capacitor can be charged to near the rated operating voltage of the charging pile first, and then a charging request can be sent to the charging pile. Then, the battery changes from the discharge mode to the charging mode. The first controller is used to input a third PWM signal to at least one of the second, fourth and sixth switching transistors. At this time, the system is in boost mode, which can increase the voltage and thus charge the battery.

[0012] In some possible designs, when the BMS controller sends a stop charging request to the charging station, the first controller is used to stop inputting a third PWM signal to at least one of the second, fourth, and sixth switches; the second controller is used to stop inputting a third PWM signal to the seventh switch. The first controller is used to input a first PWM signal to at least one of the first switch, the third switch, and the fifth switch; the second controller is used to input a first PWM signal to the eighth switch. The third switch is closed, and the fifth switch is open.

[0013] In the above scheme, after charging is complete, it can switch from boost mode to buck mode, so that the second capacitor is reconnected in parallel with the inverter.

[0014] In some possible designs, when switching from the high-voltage power-on mode to the parking heating mode, The first controller is configured to stop inputting a first PWM signal to at least one of the first, third, and fifth switching transistors; the second controller is configured to stop inputting a first PWM signal to the eighth switching transistor. The first controller is configured to input a fourth PWM signal to at least one of the second, fourth, and sixth switches, and the second controller is configured to input a fourth PWM signal to the seventh switch; the eighth switch is turned off. When the voltage of the second capacitor is less than or equal to the lower voltage limit, the first controller is used to stop inputting the fourth PWM signal to at least one of the second switch, the fourth switch, and the sixth switch, and the second controller stops inputting the fourth PWM signal to the seventh switch. The first controller is configured to input a fifth PWM signal to at least one of the first switch, the third switch, and the fifth switch, and the second controller is configured to input a fifth PWM signal to the eighth switch; If the voltage of the second capacitor is greater than or equal to the upper voltage limit, repeat the above steps until the first controller receives a stop heating command.

[0015] In the above scheme, during the parking process, the second capacitor is repeatedly charged and discharged, and the current in the battery will also flow alternately between positive and negative. The battery itself has resistive-capacitive characteristics and has an equivalent internal resistance. As the battery temperature decreases, the equivalent internal resistance will increase. The current flowing through the resistor generates corresponding heat. The heat generated in this way directly acts on the inside of the battery, so the heating efficiency is very high.

[0016] In some possible designs, when switching from the high-voltage power-on mode to the vehicle heating mode, The fourth switch is closed, and the fifth switch is open. The first controller is configured to stop inputting a first PWM signal to at least one of the first, third, and fifth switches; the second controller is configured to stop inputting a first PWM signal to the eighth switch. The second controller is used to input a fourth PWM signal to the seventh switch. The second controller is used to control the eighth switch to turn off; When the voltage of the second capacitor is less than or equal to the lower voltage limit, the second controller is used to stop inputting the fourth PWM signal to the seventh switch. The second controller is used to input a fifth PWM signal to the eighth switch. If the voltage of the second capacitor is greater than or equal to the upper voltage limit, repeat the above steps until the first controller receives a stop heating command.

[0017] In the above scheme, during the driving process, the second capacitor is repeatedly charged and discharged, and the current in the battery will also flow alternately between positive and negative. The battery itself has resistive-capacitive characteristics and has an equivalent internal resistance. As the battery temperature decreases, the equivalent internal resistance will increase. The current flowing through the resistor generates corresponding heat. The heat generated in this way directly acts on the inside of the battery, so the heating efficiency is very high.

[0018] In some possible designs, during the transition from the high-voltage power-on mode to the high-voltage power-off mode, The second controller is used to input a sixth PWM signal to the seventh switch. The first controller is used to input a sixth PWM signal to at least one of the second switch, the fourth switch, and the sixth switch; When the voltage of the second capacitor is less than or equal to the safe voltage, the second controller is used to stop inputting the sixth PWM signal to the seventh switch, and the first controller is used to stop inputting the sixth PWM signal to at least one of the second switch, the fourth switch, and the sixth switch. The first switch, the second switch, the third switch, the fourth switch, the fifth switch, and the sixth switch are all off.

[0019] In the above scheme, during high-voltage power-off mode, the excess power in the second capacitor can be recharged back into the battery using boost mode to save power. After transferring the power from the second capacitor back to the battery, all switches are disconnected, and then the inverter performs active discharge, releasing the power in the first capacitor through the motor, causing the voltage of the first capacitor to drop below the target safe voltage.

[0020] In a second aspect, a vehicle is provided, including the multi-functional device as described in any of the first aspects.

[0021] In summary, the multifunctional device and vehicle provided in this application, through the cooperation of power supply, inverter, motor and multifunctional device, can solve the problem that the existing high voltage system can only realize the function of driving the motor through battery and electronic control to move the vehicle, which is very simple. It can realize a variety of different functions and adapt to the application needs of different scenarios. Attached Figure Description

[0022] Figure 1 This is a schematic diagram of the structure of a power system in the prior art; Figure 2 This is a schematic diagram of the structure of a multifunctional device provided in this application; Figure 3 yes Figure 2 The current direction diagram of the multi-functional device shown is in high-voltage power-on mode; Figure 4 yes Figure 2 The current distribution pattern of the multi-functional device in boost charging mode is shown. Figure 5 yes Figure 2 The diagram shows the current distribution of the multi-functional device during the vehicle's heating mode. Figure 6 yes Figure 2 The diagram shows the current direction of the buck in the driving heating mode of the multi-functional device. Detailed Implementation

[0023] See Figure 2 , Figure 2 This is a structural schematic diagram of a multifunctional device provided in this application. Figure 2 As shown, the multifunctional device of this application includes: The power supply 110 includes a first switch K1, a battery B, and a second switch K2 connected in series. The first terminal of the first switch K1 is connected to the first terminal of the battery, and the second terminal of the battery B is connected to the first terminal of the second switch K2.

[0024] The inverter 120 includes a first controller S1, and a first branch, a second branch, a third branch, and a fourth branch in parallel.

[0025] The first branch includes a first capacitor C1. That is, the first terminal of the first capacitor C1 is connected to the second terminal of the first switch K1, and the second terminal of the first capacitor C1 is connected to the second terminal of the second switch K2.

[0026] The second branch includes a first switch Q1 and a second switch Q2 connected in series. That is, the input terminal of the first switch Q1 is connected to the second terminal of the first switch K1, the output terminal of the first switch Q1 is connected to the input terminal of the second switch Q2, and the output terminal of the second switch Q2 is connected to the second terminal of the second switch K2.

[0027] The third branch includes a third switch Q3 and a fourth switch Q4 connected in series. That is, the input terminal of the third switch Q3 is connected to the second terminal of the first switch K1, the output terminal of the third switch Q3 is connected to the input terminal of the fourth switch Q4, and the output terminal of the fourth switch Q4 is connected to the second terminal of the second switch K2.

[0028] The fourth branch includes a fifth switch Q5 and a sixth switch Q6 connected in series. That is, the input terminal of the fifth switch Q5 is connected to the second terminal of the first switch K1, the output terminal of the fifth switch Q5 is connected to the input terminal of the sixth switch Q6, and the output terminal of the sixth switch Q6 is connected to the second terminal of the second switch K2.

[0029] The control terminals of the first switch Q1 to the sixth switch Q6 are respectively connected to a control port of the first controller S1.

[0030] The motor 130 includes a first coil L1, a second coil L2, and a third coil L3. The first end of the first coil L1 is connected to the common end of the first switch Q1 and the second switch Q2.

[0031] The first terminal of the second coil L2 is connected to the common terminal of the third switch Q3 and the fourth switch Q4.

[0032] The first terminal of the third coil L3 is connected to the common terminal of the fifth switch Q5 and the sixth switch Q6.

[0033] The second end of the first coil L1, the second end of the second coil L2, and the second end of the third coil L3 are connected.

[0034] The multi-functional device 140 includes a third switch K3, a fourth switch K4, a fifth switch K5, a sixth switch K6, a fourth coil L4, a seventh switch Q7, an eighth switch Q8, a second capacitor C2, and a second controller S2. The second capacitor can be a supercapacitor. A supercapacitor is a new type of energy storage device that falls between traditional capacitors (such as ceramic capacitors and aluminum electrolytic capacitors) and power batteries. It retains the rapid charging and discharging characteristics of traditional capacitors while possessing a much higher energy storage capacity. Its core advantages are high instantaneous power density, long cycle life, and fast charging and discharging speed, capable of absorbing and releasing energy in milliseconds. The capacitance of the second capacitor is greater than that of the first capacitor. For example, the capacitance of the second capacitor is significantly greater than that of the first capacitor. For instance, the capacitance of the first capacitor is typically less than 500uF, while the capacitance of the second capacitor can be 1F or higher, much larger than that of the first capacitor.

[0035] The first end of the third switch K3 is connected to the second end of the first switch K1, and the second end of the third switch K3 is connected to the input end of the seventh switch Q7.

[0036] The first end of the fourth switch K4 is connected to the first end of the third switch K3, and the second end of the fourth switch K4 is connected to the first end of the fourth coil L4.

[0037] The first end of the fifth switch K5 is connected to the common end of the first coil L1, the second coil L2 and the third coil L3, and the second end of the fifth switch K5 is connected to the first end of the fourth coil L4.

[0038] The first end of the sixth switch K6 is connected to the second end of the second switch K2, and the second end of the sixth switch K6 is connected to the output end of the eighth switch Q8.

[0039] The second end of the fourth coil L4 is connected to the common terminal between the seventh switch Q7 and the eighth switch Q8.

[0040] The output terminal of the seventh switch Q7 is connected to the input terminal of the eighth switch Q8, and the control terminals of the seventh switch Q7 and the eighth switch Q8 are respectively connected to the control ports of the second controller S2.

[0041] The second terminal of the third switch K3 is connected to the first terminal of the second capacitor C2, and the second terminal of the sixth switch K6 is connected to the second terminal of the second capacitor C2.

[0042] Each of the first switching transistors Q1 to the eighth switching transistor Q8 is connected in parallel with a diode.

[0043] The following sections will introduce the working methods of high-voltage power-on mode, driving mode, normal charging mode, boost charging mode, parking heating mode, and high-voltage power-off mode.

[0044] (1) High-voltage power-on mode refers to the process by which a vehicle switches from a low-voltage standby state to a high-voltage activation state. For example... Figure 3 As shown, the specific implementation process in high-voltage power-on mode is as follows: When the first switch K1 is closed, the second switch K2 is closed, the third switch K3 is open, the fourth switch K4 is open, the fifth switch K5 is closed, and the sixth switch K6 is closed, battery B is in discharge mode. The buck-boost circuit consists of at least one of the following: first switch Q1, third switch Q3, fifth switch Q5, eighth switch Q8, at least one of the following coils: first coil L1, second coil L2, third coil L3, second capacitor C2, a diode connected in parallel with second switch Q2, at least one of the following diodes connected in parallel with fourth switch Q4, and sixth switch Q6, and a diode connected in parallel with seventh switch Q7.

[0045] After the switches are set, the first controller S1 inputs a first pulse width modulation (PWM) signal to at least one of the first switch Q1, the third switch Q3, and the fifth switch Q5. The second controller S2 inputs the first PWM signal to the eighth switch Q8.

[0046] The following explanation of the circuit's operation will take the input of the first PWM signal to the third switch Q3 as an example. Under the action of the first PWM signal, the current output from the positive terminal of the battery is chopped through the third switch Q3, passing through the second coil L2, the fourth coil L4, and the diode connected in parallel with the seventh switch Q7, before being input to the first terminal of the second capacitor C2, charging it. Then, the current returns to the negative terminal of the battery through the second terminal of the second capacitor C2. Here, the battery B, the third switch Q3, the second coil L2, the fourth coil L4, the diode connected in parallel with the seventh switch Q7, and the second capacitor C2 constitute the charging circuit. Since the battery voltage is higher than the voltage of the second capacitor C2, to avoid excessive charging current due to the continuous conduction of the third switch Q3, the third switch Q3 is controlled by a PWM signal. When the PWM signal is high, the third switch Q3 is on, and the battery B charges the second capacitor C2. When the PWM signal is low, the third switch Q3 is off, and the battery B stops charging the second capacitor C2. The charging current can be controlled by adjusting the duty cycle of the PWM.

[0047] When the first controller S1 inputs the first PWM signal to other switches or more switches (e.g., the first switch Q1 and the fifth switch Q5), the implementation process is similar to that of the third switch Q3, and will not be described in detail here.

[0048] In the above scheme, the system is in a buck state, slowly charging the second capacitor to a voltage close to that of the battery, thereby avoiding excessive voltage difference across the switch and the generation of a large surge current at the moment of closing, which could cause the contactor to stick together.

[0049] (2) Driving mode is the operating mode of the vehicle during driving. The specific implementation process in driving mode is as follows: At this time, the battery is in discharge mode. The first switch K1 is closed, the second switch K2 is closed, the third switch K3 is closed, the fourth switch K4 is open, the fifth switch K5 is open, and the sixth switch K6 is closed. After the switches are set, the first controller S1 stops inputting the first pulse width modulation (PWM) signal to at least one of the first switch Q1, the third switch Q3, and the fifth switch Q5. The second controller S2 stops inputting the first PWM signal to the eighth switch Q8.

[0050] At this point, the second capacitor is connected in parallel across the inverter, effectively suppressing the amplitude of inverter bus voltage fluctuations. Especially during rapid acceleration or deceleration of the vehicle, the second capacitor effectively absorbs power fluctuations on the DC bus, resulting in a more stable bus voltage in the inverter. This helps improve inverter control stability and maintain stable output performance. Furthermore, the randomness of vehicle operation means that power demand fluctuations can be very large. The second capacitor effectively absorbs motor power fluctuations, reducing the amplitude of battery output power fluctuations and helping to extend battery life. When a serious fault occurs during high-speed vehicle operation, the inverter immediately stops current output for self-protection. The back EMF of the motor suddenly rises at high speed. At this time, the second capacitor quickly absorbs the surge current from the motor, thus preventing the sudden increase in back EMF from causing severe impact on the inverter and the vehicle's high-voltage system, or even damage.

[0051] (3) Normal charging mode is the mode in which the charging station and battery voltage are matched. For example, the charging station can charge a 400-volt battery, and the battery voltage is also 400 volts.

[0052] At this time, the battery is in charging mode. The first switch K1 is closed, the second switch K2 is closed, the third switch K3 is closed, the fourth switch K4 is open, the fifth switch K5 is open, and the sixth switch K6 is closed. After the switches are set, the first controller S1 stops inputting the first pulse width modulation (PWM) signal to at least one of the first switch Q1, the third switch Q3, and the fifth switch Q5. The second controller S2 stops inputting the first PWM signal to the eighth switch Q8.

[0053] At this time, the second capacitor can absorb the power fluctuations from the charging pile, making the charging power of the whole vehicle more stable, better protecting the battery, and effectively reducing the power fluctuations caused by the charging pile constantly adjusting its output. If, during the charging process, the whole vehicle urgently or accidentally disconnects the relevant contactors (such as the first switch and the second switch) for some reason, but the charging pile still maintains output, the second capacitor will effectively absorb the power from the charging pile, giving the charging pile enough fault response time and avoiding damage to the vehicle's high-voltage system or the charging pile.

[0054] (4) Boost charging mode is a charging mode adopted to solve the compatibility problem between batteries and charging piles with different voltage levels. For example, when an 800-volt battery is used with a 500-volt charging pile, it is necessary to switch to boost charging mode.

[0055] Taking a 500-volt charging station and an 800-volt battery as an example, since the charging station can only accept batteries with a voltage below 500 volts, the second capacitor C2 needs to be charged to around 400 volts. This way, the charging station will recognize the battery as 400 volts and will agree to charge it. Figure 4 As shown, The first switch K1 is closed, the second switch K2 is closed, the third switch K3 is open, the fourth switch K4 is open, the fifth switch K5 is closed, and the sixth switch K6 is closed. A boost-buck circuit is formed by at least one of the following: second switch Q2, fourth switch Q4, and sixth switch Q6; a seventh switch Q7; at least one of the following coils: first coil L1, second coil L2, and third coil L3; fourth coil L4; a diode connected in parallel with the eighth switch Q8; a second capacitor C2; and at least one of the following diodes connected in parallel with the first switch Q1, the third switch Q3, and the fifth switch Q5. After the switches are set, the first controller S1 inputs a second PWM signal to at least one of the second switch Q2, fourth switch Q4, and sixth switch Q6. The second controller S2 sends a second PWM signal to the seventh switch Q7.

[0056] The following explanation of the circuit's operation will take the input of a second PWM signal to the fourth switch Q4 as an example. When the fourth switch Q4 is turned on, the current output from the positive terminal of the second capacitor C2 charges the second coil L2 and the fourth coil L4. When the fourth switch Q4 is turned off, the electrical energy stored in the second coil L2 and the fourth coil L4 flows through the parallel diode of the third switch Q3 to the positive terminal of the battery, thus charging the battery. The charging current is controlled by the PWM signals of the fourth switch Q4 and the seventh switch Q7. Under the action of the second PWM signal, the charging current is controlled by adjusting the PWM duty cycle. Simultaneously, the voltage of the second capacitor C2 is gradually reduced to the target range (close to the rated voltage of the charging station).

[0057] When the first controller S1 inputs the second PWM signal to other switches or more switches (e.g., the second switch Q2 and the sixth switch Q6), the implementation process is similar to that of the fourth switch Q4, and will not be described in detail here.

[0058] When the voltage of the second capacitor C2 is approximately equal to the rated operating voltage of the charging pile, the first controller S1 stops inputting the second PWM signal to at least one of the second switch Q2, the fourth switch Q4, and the sixth switch Q6. The second controller S2 stops inputting the second PWM signal to the seventh switch Q7. The vehicle BMS controller sends a charging request to the charging pile.

[0059] At this point, at least one of the following diodes—the diode connected in parallel with the first switch Q1, the diode connected in parallel with the third switch Q3, the diode connected in parallel with the fifth switch Q5, the diode connected in parallel with the eighth switch Q8, at least one of the following coils—the first coil L1, the second coil L2, the third coil L3, the fourth coil L4, the seventh switch Q7, the second capacitor C2, the second switch Q2, the fourth switch Q4, and the sixth switch Q6—constitutes the boost-buck circuit.

[0060] The first controller S1 inputs a third PWM signal to at least one of the second switch Q2, the fourth switch Q4, and the sixth switch Q6. The second controller S2 inputs a third PWM signal to the seventh switch.

[0061] The following explanation of the circuit's operation will take the input of the third PWM signal to the fourth switch Q4 as an example. The charging station first charges the second capacitor C2. Under the influence of the third PWM signal, the current generated by the second capacitor C2 flows through the seventh switch Q7, the fourth coil L4, the second coil L2, and then through the diode connected in parallel with the third switch Q3, flowing into the positive terminal of battery B. The current then flows from the negative terminal of battery B into the second terminal of the second capacitor C2. By adjusting the PWM duty cycle, the charging current can be controlled.

[0062] When the first controller S1 inputs the third PWM signal to other switches or more switches (e.g., the second switch Q2 and the sixth switch Q6), the implementation process is similar to that of the fourth switch Q4, and will not be described in detail here.

[0063] After charging is complete, the vehicle's BMS controller sends a stop charging request to the charging station. Battery B switches from charging mode to discharging mode. Since the voltage of the second capacitor C2 is relatively low at this time, it needs to be boosted to a level similar to the voltage across the battery so that it can be connected in parallel across the inverter.

[0064] The first controller S1 stops inputting a third PWM signal to at least one of the second switch Q2, the fourth switch Q4, and the sixth switch Q6. The second controller S2 stops inputting a third PWM signal to the seventh switch Q7. Furthermore, the first controller S1 inputs a first PWM signal to at least one of the first switch Q1, the third switch Q3, and the fifth switch Q5. The second controller S2 inputs a first PWM signal to the eighth switch Q8.

[0065] At this point, at least one of the following switches—the first switch Q1, the third switch Q3, the fifth switch Q5, the eighth switch Q8, at least one of the following coils—the first coil L1, the second coil L2, the third coil L3, the fourth coil L4, the diode connected in parallel with the seventh switch Q7, the second capacitor C2, and at least one of the following diodes—the diode connected in parallel with the second switch Q2, the diode connected in parallel with the fourth switch Q4, and the diode connected in parallel with the sixth switch Q6—constitute the buck-boost circuit.

[0066] After the switches are set, the first controller S1 inputs a first PWM signal to at least one of the first switch Q1, the third switch Q3, and the fifth switch Q5. The second controller S2 inputs a first PWM signal to the eighth switch Q8.

[0067] The following explanation of the circuit's operation will take the input of the first PWM signal to the third switch Q3 as an example. Under the action of the first PWM signal, the current output from the positive terminal of the battery is chopped through the third switch Q3, passing through the second coil L2, the fourth coil L4, the diode connected in parallel with the seventh switch Q7, and inputting to the first terminal of the second capacitor C2 to charge it. Then, the current returns to the negative terminal of the battery through the second terminal of the second capacitor C2. Here, the battery B, the third switch Q3, the second coil L2, the fourth coil L4, the diode connected in parallel with the seventh switch Q7, and the second capacitor C2 constitute the charging circuit. To avoid excessive charging current due to the continuous conduction of the third switch Q3, the third switch Q3 is controlled by a PWM signal. When the PWM signal is high, the third switch Q3 is on, and the battery B charges the second capacitor C2. When the PWM signal is low, the third switch Q3 is off, and the battery B stops charging the second capacitor C2. By adjusting the duty cycle of the PWM, the charging current can be controlled.

[0068] When the first controller S1 inputs the first PWM signal to other switches or more switches (e.g., the first switch Q1 and the fifth switch Q5), the implementation process is similar to that of the third switch Q3, and will not be described in detail here.

[0069] When the voltage of the second capacitor is basically the same as the voltage of the battery, closing the third switch K3 and opening the fifth switch K5 will connect the second capacitor in parallel to the two ends of the inverter.

[0070] In the above scheme, since the battery voltage is relatively high and the charging pile voltage is relatively low, the second capacitor can be charged to near the rated operating voltage of the charging pile first, and then a charging request can be sent to the charging pile. Then, the battery changes from the discharge mode to the charging mode. The first controller is used to input a third PWM signal to at least one of the second, fourth, and sixth switching transistors, and the second controller is used to input a third PWM signal to the seventh switching transistor. At this time, the system is in boost mode, which can increase the voltage and thus charge the battery.

[0071] (5) Parking heating mode is a mode that heats the battery to restore its performance as much as possible when the temperature is low and the vehicle is parked. In order to heat the battery in the vehicle, the charging and discharging operation of the second capacitor C2 can be switched continuously to heat the battery.

[0072] Close the first switch K1, close the second switch K2, open the third switch K3, open the fourth switch K4, close the fifth switch K5, and close the sixth switch K6.

[0073] When discharging the second capacitor C2, the first controller S1 stops inputting the first PWM signal to at least one of the first switch Q1, the third switch Q3, and the fifth switch Q5; the second controller S2 stops inputting the first PWM signal to the eighth switch Q8; the first controller S1 inputs a fourth PWM signal to at least one of the second switch Q2, the fourth switch Q4, and the sixth switch Q6. The second controller S2 inputs the fourth PWM signal to the seventh switch, and the eighth switch Q8 is turned off. The working principle of discharging the second capacitor is explained above and will not be repeated here.

[0074] When the voltage of the second capacitor C2 is less than or equal to the lower voltage limit, the system switches from discharging the second capacitor C2 to charging it. The first controller S1 stops inputting the fourth PWM signal to at least one of the second switch Q2, the fourth switch Q4, and the sixth switch Q6; the second controller S2 stops inputting the fourth PWM signal to the seventh switch Q7; the first controller S1 inputs the fifth PWM signal to at least one of the first switch Q1, the third switch Q3, and the fifth switch Q5; and the second controller inputs the fifth PWM signal to the eighth switch Q8.

[0075] When the voltage of the second capacitor C2 is greater than or equal to the upper voltage limit, the charging mode of the second capacitor C2 is switched to the discharging mode of the second capacitor C2.

[0076] Repeat the above steps until a stop heating command is received.

[0077] (6) The driving heating mode is a mode that heats the battery in order to restore battery performance as much as possible when the temperature is low and the vehicle is in motion. In order to heat the battery in the vehicle, the charging and discharging operation of the second capacitor C2 can be switched continuously to heat the battery.

[0078] When the first switch K1 is closed, the second switch K2 is closed, the third switch K3 is open, the fourth switch K4 is closed, the fifth switch K5 is open, and the sixth switch K6 is closed, none of the coils in the motor can be used. Therefore, the fourth coil L4, the eighth switch Q8, the diode connected in parallel with the seventh switch Q7, and the second capacitor C2 constitute a buck circuit.

[0079] The first controller S1 stops inputting the first PWM signal to at least one of the first switch Q1, the third switch Q3 and the fifth switch Q5; The second controller S2 inputs the fourth PWM signal to the eighth switch Q8. The second controller S2 then turns off the seventh switch Q7.

[0080] like Figure 5As shown, under the action of the fourth PWM signal, the current output from the positive terminal of the battery is chopped through the fourth coil L4, the diode connected in parallel with the seventh switch Q7, and input to the first terminal of the second capacitor C2, charging the second capacitor C2. Then, the current returns to the negative terminal of the battery through the second terminal of the second capacitor C2. To achieve controllable charging current, the eighth switch Q8 is controlled by the PWM signal. When the PWM is high, the fourth coil L4 is charged; when the PWM is low, the current in the fourth coil L4 freewheels through the diode connected in parallel with the seventh switch Q7 to the second capacitor C2, thereby charging the second capacitor C2. This causes the voltage of the second capacitor C2 to be higher than the battery voltage.

[0081] When the voltage of the second capacitor C2 is greater than or equal to the upper voltage limit, the system switches from charging mode to discharging mode for the second capacitor C2. The second controller S2 inputs the fifth PWM signal to the seventh switch Q7. The second controller S2 then turns off the eighth switch Q8.

[0082] like Figure 6 As shown, under the action of the fifth PWM signal, the current generated by the second capacitor C2 flows through the seventh switch Q7, the fourth coil L4, and then into the positive terminal of battery B. The current then flows from the negative terminal of battery B into the second terminal of the second capacitor C2. The discharge process will cause the voltage of the second capacitor C2 to drop, but it will still be higher than the voltage of battery B.

[0083] Repeat the above steps until a stop heating command is received.

[0084] (7) High-voltage power-off mode refers to the process of switching the vehicle from the high-voltage system activation state to the low-voltage standby state. Since it is necessary to avoid high-voltage parts in the circuit as much as possible in the high-voltage power-off state, it is necessary to charge the battery with the charge in the second capacitor.

[0085] The first switch K1 is closed, the second switch K2 is closed, the third switch K3 is open, the fourth switch K4 is open, the fifth switch K5 is closed, and the sixth switch K6 is closed. After the switches are set, the first controller S1 inputs a sixth PWM signal to at least one of the second switch Q2, the fourth switch Q4, and the sixth switch Q6, and the second controller S2 inputs a sixth PWM signal to the seventh switch Q7. At this time, the second capacitor C2 is in discharge mode. For the specific working principle, please refer to the discharge process of the second capacitor C2 above.

[0086] When the voltage of the second capacitor C2 is less than or equal to the safe voltage, the first controller S1 stops inputting the sixth PWM signal to at least one of the second switch Q2, the fourth switch Q4, and the sixth switch Q6, and the second controller S2 stops inputting the sixth PWM signal to the seventh switch Q7. The first switch K1, the second switch K2, the third switch K3, the fourth switch K4, the fifth switch K5, and the sixth switch K6 are all open. At this time, the inverter performs active discharge, releasing the charge in the first capacitor C1 through the motor, causing the voltage of the first capacitor C1 to drop below the target safe voltage.

[0087] In the above embodiments, implementation can be achieved entirely or partially through software, hardware, firmware, or any combination thereof. When implemented using software, it can be implemented entirely or partially in the form of a computer program product. The computer program product includes one or more computer instructions, which, when loaded and executed on a computer, generate all or part of the processes or functions described in the embodiments of the present invention. The computer can be a general-purpose computer, a special-purpose computer, a computer network, or other programmable device. The computer instructions can be stored in a computer-readable storage medium or transmitted from one computer-readable storage medium to another. For example, the computer instructions can be transmitted from one network site, computer, server, or data center to another network site, computer, server, or data center via wired (e.g., coaxial cable, fiber optic, digital subscriber line) or wireless (e.g., infrared, microwave, etc.) means. The computer-readable storage medium can be any available medium that a computer can access, or it can be a data storage device such as a server or data center that integrates one or more available media. The available medium can be a magnetic medium (e.g., floppy disk, hard disk, magnetic tape, etc.), an optical medium (e.g., DVD, etc.), or a semiconductor medium (e.g., solid-state drive), etc. In the above embodiments, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions in other embodiments.

Claims

1. A multifunctional device, characterized in that, include: The power supply includes a first switch, a battery, and a second switch connected in series, wherein a first terminal of the first switch is connected to a first terminal of the battery, and a second terminal of the battery is connected to a first terminal of the second switch. An inverter includes a first controller, and a first branch, a second branch, a third branch, and a fourth branch connected in parallel. The first branch includes a first capacitor, the second branch includes a first switch and a second switch connected in series, the third branch includes a third switch and a fourth switch connected in series, and the fourth branch includes a fifth switch and a sixth switch connected in series. The control terminals of the first switch to the sixth switch are respectively connected to the first controller, and the inverter and the power supply are connected in parallel. The motor includes a first coil, a second coil, and a third coil. A first end of the first coil is connected to a common terminal of the first and second switching transistors. A first end of the second coil is connected to a common terminal of the third and fourth switching transistors. A first end of the third coil is connected to a common terminal of the fifth and sixth switching transistors. The second ends of the first coil, the second coil, and the third coil are connected. A multifunctional device includes a third switch, a fourth switch, a fifth switch, a sixth switch, a fourth coil, a seventh switch transistor, an eighth switch transistor, a second capacitor, and a second controller. The first terminal of the third switch is connected to the second terminal of the first switch, and the second terminal of the third switch is connected to the input terminal of the seventh switch transistor. The first terminal of the fourth switch is connected to the first terminal of the third switch, and the second terminal of the fourth switch is connected to the first terminal of the fourth coil. The first terminal of the fifth switch is connected to the common terminal of the first coil, the second coil, and the third coil, and the second terminal of the fifth switch is connected to the first terminal of the fourth coil. The first terminal of the sixth switch is connected to the second terminal of the second switch, and the second terminal of the sixth switch is connected to the output terminal of the eighth switch transistor. The second terminal of the fourth coil is connected to the common terminal between the seventh and eighth switch transistors, and the output terminal of the seventh switch transistor is connected to the input terminal of the eighth switch transistor. The control terminals of the seventh and eighth switch transistors are respectively connected to the control ports of the second controller. The second terminal of the third switch is connected to the first terminal of the second capacitor, and the second terminal of the sixth switch is connected to the second terminal of the second capacitor. Diodes are connected in parallel to the first through eighth switch transistors.

2. The multifunctional device according to claim 1, characterized in that, In high-voltage power-on mode The first switch is closed, the second switch is closed, the third switch is open, the fourth switch is open, the fifth switch is closed, and the sixth switch is closed. The first controller is used to input a first pulse width modulation (PWM) signal to at least one of the first switch, the third switch, and the fifth switch, and the second controller is used to input a first PWM signal to the eighth switch.

3. The multifunctional device according to claim 2, characterized in that, When switching from the high-voltage power-on mode to the driving mode The third switch is closed, the fifth switch is open, and the sixth switch is closed. The first controller is used to stop inputting a first PWM signal to at least one of the first switch, the third switch, and the fifth switch, and the second controller is used to stop inputting a first PWM signal to the eighth switch.

4. The multifunctional device according to claim 2, characterized in that, When switching from the high-voltage power-on mode to the normal charging mode. The third switch is closed, the fifth switch is open, and the sixth switch is closed. The first controller is used to stop inputting a first PWM signal to at least one of the first switch, the third switch, and the fifth switch, and the second controller is used to stop inputting a first PWM signal to the eighth switch.

5. The multifunctional device according to claim 2, characterized in that, When switching from the high-voltage power-on mode to the boost charging mode The first controller is used to input a second PWM signal to at least one of the second switch, the fourth switch, and the sixth switch; the second controller is used to input a second PWM signal to the seventh switch. When the voltage of the second capacitor is approximately equal to the rated operating voltage of the charging pile, the first controller is used to stop inputting the second PWM signal to at least one of the second, fourth, and sixth switching transistors; the second controller is used to stop inputting the second PWM signal to the seventh switching transistor. When the BMS controller sends a charging request to the charging pile, the first controller is used to input a third PWM signal to at least one of the second, fourth, and sixth switching transistors, and the second controller is used to input a third PWM signal to the seventh switching transistor.

6. The multifunctional device according to claim 5, characterized in that, When the BMS controller sends a stop charging request to the charging pile, the first controller is used to stop inputting a third PWM signal to at least one of the second, fourth, and sixth switches; the second controller is used to stop inputting a third PWM signal to the seventh switch. The first controller is used to input a first PWM signal to at least one of the first switch, the third switch, and the fifth switch; the second controller is used to input a first PWM signal to the eighth switch. The third switch is closed, and the fifth switch is open.

7. The multifunctional device according to claim 2, characterized in that, When switching from the high-voltage power-on mode to the parking heating mode. The first controller is configured to stop inputting a first PWM signal to at least one of the first, third, and fifth switching transistors; the second controller is configured to stop inputting a first PWM signal to the eighth switching transistor. The first controller is configured to input a fourth PWM signal to at least one of the second, fourth, and sixth switches, and the second controller is configured to input a fourth PWM signal to the seventh switch; the eighth switch is turned off. The first controller is configured to stop inputting a fourth PWM signal to at least one of the second, fourth, and sixth switching transistors when the voltage of the second capacitor is less than or equal to the lower voltage limit, and the second controller is configured to stop inputting a fourth PWM signal to the seventh switching transistor. The first controller is configured to input a fifth PWM signal to at least one of the first switch, the third switch, and the fifth switch, and the second controller is configured to input a fifth PWM signal to the eighth switch.

8. The multifunctional device according to claim 2, characterized in that, When switching from the high-voltage power-on mode to the vehicle heating mode. The fourth switch is closed, and the fifth switch is open. The first controller is configured to stop inputting a first PWM signal to at least one of the first, third, and fifth switches; the second controller is configured to stop inputting a first PWM signal to the eighth switch. The second controller is used to input a fourth PWM signal to the seventh switch. The second controller is used to control the eighth switch to turn off; When the voltage of the second capacitor is less than or equal to the lower voltage limit, the second controller is used to stop inputting the fourth PWM signal to the seventh switch. The second controller is used to input a fifth PWM signal to the eighth switch.

9. The multifunctional device according to claim 2, characterized in that, When switching from the high-voltage power-on mode to the high-voltage power-off mode... The second controller is used to input a sixth PWM signal to the seventh switch. The first controller is used to input a sixth PWM signal to at least one of the second switch, the fourth switch, and the sixth switch; When the voltage of the second capacitor is less than or equal to the safe voltage, the second controller is used to stop inputting the sixth PWM signal to the seventh switch, and the first controller is used to stop inputting the sixth PWM signal to at least one of the second switch, the fourth switch, and the sixth switch. The first switch, the second switch, the third switch, the fourth switch, the fifth switch, and the sixth switch are all off.

10. A vehicle, characterized in that, Includes the multifunctional device as described in any one of claims 1 to 9.

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