Contactor, battery pack, vehicle, and method of controlling vehicle charging voltage switching

Abstract

The application relates to the technical field of battery charging, and provides a contactor, a battery pack, a vehicle and a method for controlling vehicle charging voltage switching, which comprises a first lead-out end, a second lead-out end, a third lead-out end and a fourth lead-out end; a parallel switching component configured to move on the side of the end of the first lead-out end, the second lead-out end, the third lead-out end and the fourth lead-out end; and a series switching component configured to rotate on the side of the first lead-out end and the third lead-out end. The contactor provided by the application can realize the switching of the first battery pack and the second battery pack between the disconnected state, the parallel state and the series state in the moving mode and the rotating mode respectively by arranging the first lead-out end, the second lead-out end, the third lead-out end and the fourth lead-out end and cooperating the parallel switching component and the series switching component, and the series-parallel switching of the battery pack can be completed by using only a single contactor.

Description

Technical Field

[0001] This invention relates to the field of battery charging technology, and more particularly to a contactor, a battery pack, a vehicle, and a method for controlling the switching of vehicle charging voltage. Background Technology

[0002] As new energy vehicles evolve towards 800V high-voltage platforms, their advantages in high-power fast charging and reduced wiring harness losses are significant. However, a large number of DC charging piles with output voltages of only 200-500V still exist in the market. When 800V vehicles are connected to these charging piles, because the maximum output voltage at the pile end is less than 800V, the vehicle can only rely on on-board voltage boosting for low-power charging, resulting in a significant decrease in charging speed, a poor user experience, and ineffective utilization of public charging resources.

[0003] To address this compatibility issue, the industry commonly employs vehicle-side boosting solutions such as on-board boost, electric drive boost, or adding a new boost converter to boost the DC power output from the 400V charging station to 800V before charging the battery pack. While these boosting solutions do not require changes to the internal structure of the battery pack, they necessitate the addition of high-power boosting hardware, increasing the vehicle's weight, size, and cost. Furthermore, the boosting process involves energy conversion losses, and the on-board power devices must operate under high load for extended periods, leading to thermal shock and reliability risks, resulting in a significant decrease in charging speed and a poor user experience. Summary of the Invention

[0004] This invention provides a contactor, a battery pack, a vehicle, and a method for controlling the switching of vehicle charging voltage, in order to solve the problems of high hardware cost, large energy loss, and high reliability risk in existing vehicle-side boost solutions.

[0005] This invention provides a contactor applied to a battery pack including a first battery pack and a second battery pack, the contactor comprising: The first lead is used to connect to the first end of the first battery pack; The second lead is used to connect to the first end of the second battery pack; The third lead is used to connect to the second end of the second battery pack; The fourth lead is used to connect to the second end of the first battery pack; The parallel switching component is configured to move on one end of the first lead, the second lead, the third lead, and the fourth lead, for switching the first battery pack and the second battery pack between an open state and a parallel state by connecting or disconnecting the first lead and the second lead, and the third lead and the fourth lead, through the moving position. A series switching component is configured to rotate on one side of the first lead and the third lead, for switching the first battery pack and the second battery pack between a disconnected state and a series state by rotating the first lead and the third lead to conduct or disconnect the first lead and the third lead.

[0006] The present invention also provides a battery pack, comprising: The first battery pack, the second battery pack, and the contactor; The two ends of the first battery pack are connected to the first lead and the fourth lead, respectively; the two ends of the second battery pack are connected to the second lead and the third lead, respectively.

[0007] The present invention also provides a vehicle comprising: the battery pack described above.

[0008] The present invention also provides a method for controlling vehicle charging voltage switching using a contactor, comprising: Acquire the charging voltage signal of the target charging platform; The parallel switching component and the series switching component are controlled according to the charging voltage signal to switch the first battery pack and the second battery pack between the disconnected state, the series state, or the parallel state.

[0009] The contactor, battery pack, vehicle, and method for controlling vehicle charging voltage switching provided by this invention, by setting a first lead, a second lead, a third lead, and a fourth lead, and cooperating with parallel switching components and series switching components, respectively achieves the switching between the first battery pack and the second battery pack in an open state, a parallel state, or a series state through movement and rotation. Only a single contactor is needed to complete the series-parallel reconfiguration of the battery pack, eliminating the need for multiple discrete contactor combinations, significantly reducing the number of components and lowering the complexity and integration difficulty of the system structure. At the same time, the parallel switching component and the series switching component each achieve on / off control through independent mechanical movement, avoiding the risk of short circuits due to incorrect switching caused by timing logic errors or contact sticking at the mechanical structure level, thus improving the safety and reliability of the battery pack. In addition, this contactor enables 800V electric vehicles to switch the two battery packs to a parallel state to match the terminal voltage of a 400V DC charging pile when connected to a 400V DC charging pile, achieving full-power charging without the need for additional on-board voltage boosting hardware, effectively reducing charging energy loss and improving the user charging experience. Attached Figure Description

[0010] To more clearly illustrate the technical solutions in this invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this invention. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0011] Figure 1 This is one of the schematic diagrams of the contactor provided by the present invention.

[0012] Figure 2 This is the second schematic diagram of the contactor provided by the present invention.

[0013] Figure 3 This is a schematic diagram of the equivalent circuit of the contactor provided by the present invention.

[0014] Figure 4 This is a schematic diagram of the parallel switching component and the series switching component provided by the present invention.

[0015] Figure 5 This is one of the schematic diagrams of the parallel switching component provided by the present invention.

[0016] Figure 6 This is the second schematic diagram of the parallel switching component provided by the present invention.

[0017] Figure 7 This is a schematic diagram of the series switching component provided by the present invention.

[0018] Figure 8 This is a schematic diagram of the limiting member provided by the present invention.

[0019] Figure 9 This is a schematic diagram of the equivalent circuit of the battery pack provided by the present invention.

[0020] Figure 10 This is a schematic diagram of the vehicle provided by the present invention.

[0021] Figure 11 This is a flowchart illustrating the contactor-controlled vehicle charging voltage switching method provided by the present invention.

[0022] Figure 12 This is an overall flowchart of the contactor-controlled vehicle charging voltage switching method provided by the present invention.

[0023] Figure label: 1. First lead-out terminal; 2. Second lead-out terminal; 3. Third lead-out terminal; 4. Fourth lead-out terminal; 5. Parallel switching assembly; 51. First conductive busbar; 52. Second conductive busbar; 53. First driving mechanism; 531. Driving rod; 532. First magnetic component; 533. Base; 534. First electromagnet; 535. Insulating component; 536. First motor; 6. Series switching assembly; 61. Third conductive busbar; 62. Limiting mechanism; 621. Card holder; 622. Card claw; 623. Limiting component; 6231. Inclined surface; 7. First battery pack; 8. Second battery pack; 9. Battery pack; 10. Controller. Detailed Implementation

[0024] To make the objectives, technical solutions, and advantages of this invention clearer, the technical solutions of this invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of this invention. All other embodiments obtained by those skilled in the art based on the embodiments of this invention without creative effort are within the scope of protection of this invention.

[0025] The following is combined Figures 1-12 This invention describes a contactor, a battery pack, a vehicle, and a method for controlling the switching of vehicle charging voltage.

[0026] In some embodiments, the present invention provides a contactor, such as... Figures 1 to 3 As shown, this is applied to a battery pack including a first battery pack 7 and a second battery pack 8. The contactor includes: a first lead 1, a second lead 2, a third lead 3, a parallel switching assembly 5, and a series switching assembly 6. The first lead 1 is used to connect to a first end of the first battery pack 7; the second lead 2 is used to connect to a first end of the second battery pack 8; the third lead 3 is used to connect to a second end of the second battery pack 8; and the fourth lead 4 is used to connect to a second end of the first battery pack 7.

[0027] In this embodiment, the parallel switching component 5 switches between a disconnected state and a parallel state between the first battery pack 7 and the second battery pack 8 by moving its position to connect or disconnect the first lead 1 and the second lead 2, and the third lead 3 and the fourth lead 4. Specifically, when the parallel switching component 5 moves to the first position, the first lead 1 and the second lead 2 are connected, and the third lead 3 and the fourth lead 4 are connected; when the parallel switching component 5 moves to the second position, the first lead 1 and the second lead 2 are disconnected, and the third lead 3 and the fourth lead 4 are also disconnected, the parallel path between the first battery pack 7 and the second battery pack 8 is cut off, and both return to the disconnected state.

[0028] The series switching assembly 6 is configured to rotate on one side of the first lead 1 and the third lead 3. The series switching assembly 6 switches the first battery pack 7 and the second battery pack 8 between an open state and a series state by turning the first lead 1 and the third lead 3 on or off through rotation. Specifically, when the series switching assembly 6 rotates to a first angle, the first lead 1 and the third lead 3 are connected, and the negative terminal of the first battery pack 7 is connected to the positive terminal of the second battery pack 8 through the first lead 1 and the third lead 3, thus the first battery pack 7 and the second battery pack 8 are in a series state. When the series switching assembly 6 rotates to a second angle, the first lead 1 and the third lead 3 are disconnected, the series path between the first battery pack 7 and the second battery pack 8 is broken, and they return to an open state.

[0029] The parallel switching component 5 and the series switching component 6 are independent of each other in terms of mechanical structure and movement. The parallel switching component 5 uses linear movement to achieve on / off control, while the series switching component 6 uses rotation to achieve on / off control. The two operate independently without interfering with each other, and together complete the selection and switching between the first battery pack 7 and the second battery pack 8 in the open, parallel, or series states.

[0030] like Figure 3 As shown, Figure 3 This is the equivalent circuit diagram of the contactor. The explanation will be based on the example where both the first battery pack 7 and the second battery pack 8 are 400V. Figure 3 In this equivalent circuit, the first lead 1 is located at point A, the second lead 2 at point B, the third lead 3 at point C, and the fourth lead 4 at point D. Point A corresponds to the negative terminal of the first battery pack 7, point B to the negative terminal of the second battery pack 8, point C to the positive terminal of the second battery pack 8, and point D to the positive terminal of the first battery pack 7. In this equivalent circuit, the parallel switching component 5 is equivalent to two interlocking switches connected between A and B and between C and D. When both switches are closed simultaneously, the first battery pack 7 and the second battery pack 8 are connected in parallel. The series switching component 6 is equivalent to a switch connected between A and C. When this switch is closed, the first battery pack 7 and the second battery pack 8 are connected in series. This structural design allows for flexible configuration of the battery pack between 400V parallel mode and 800V series mode using only one contactor, eliminating the need for multiple discrete contactors, effectively reducing structural complexity, and improving integration and reliability.

[0031] The contactor provided by this invention, by setting a first lead-out terminal 1, a second lead-out terminal 2, a third lead-out terminal 3, and a fourth lead-out terminal 4, and cooperating with a parallel switching component 5 and a series switching component 6, respectively realizes the switching between the first battery pack 7 and the second battery pack 8 in an open state, a parallel state, or a series state through moving and rotating methods. Only a single contactor is needed to complete the series-parallel reconfiguration of the battery pack, eliminating the need for multiple discrete contactor combinations, significantly reducing the number of components, and lowering the complexity and integration difficulty of the system structure. At the same time, the parallel switching component 5 and the series switching component 6 each achieve on / off control through independent mechanical movement, avoiding the risk of short circuits due to incorrect switching caused by timing logic errors or contact sticking at the mechanical structure level, thus improving the safety and reliability of the battery pack. In addition, this contactor enables 800V electric vehicles to switch the two battery packs to a parallel state to match the terminal voltage of a 400V DC charging pile when connected to a 400V DC charging pile, achieving full-power charging without the need for additional on-board boost hardware, effectively reducing charging energy loss and improving the user charging experience.

[0032] In some embodiments, such as Figures 3 to 5As shown, the parallel switching assembly 5 includes a first conductive bus 51, a second conductive bus 52, and a first driving mechanism 53. The first conductive bus 51 is arranged on the same side of the first lead-out terminal 1 and the second lead-out terminal 2, and the second conductive bus 52 is arranged on the same side of the third lead-out terminal 3 and the fourth lead-out terminal 4. The first driving mechanism 53 is configured to drive the first conductive bus 51 and the second conductive bus 52 to move, so that the first conductive bus 51 connects or disconnects the first lead-out terminal 1 and the second lead-out terminal 2, and the second conductive bus 52 connects or disconnects the third lead-out terminal 3 and the fourth lead-out terminal 4.

[0033] Specifically, both the first conductive busbar 51 and the second conductive busbar 52 are elongated plate-like structures made of conductive material. The length of the first conductive busbar 51 extends along the arrangement direction of the first lead-out end 1 and the second lead-out end 2, with its two ends corresponding to the ends of the first lead-out end 1 and the second lead-out end 2, respectively. The length of the second conductive busbar 52 extends along the arrangement direction of the third lead-out end 3 and the fourth lead-out end 4, with its two ends corresponding to the ends of the third lead-out end 3 and the fourth lead-out end 4, respectively. The ends of the first lead-out end 1, the second lead-out end 2, the third lead-out end 3, and the fourth lead-out end 4 all extend towards the same side to facilitate linear movement of the first conductive busbar 51 and the second conductive busbar 52 on one end side. The first driving mechanism 53 is connected to both the first conductive busbar 51 and the second conductive busbar 52 to drive their synchronous movement. The first driving mechanism 53 can be driven by electromagnetic drive, electric motor drive, or pneumatic drive, etc.

[0034] The operation of the parallel switching component 5 is as follows: In the initial state, the first conductive bus 51 is located outside the first lead-out terminal 1 and the second lead-out terminal 2, and is not in contact with either of them; similarly, the second conductive bus 52 is located outside the third lead-out terminal 3 and the fourth lead-out terminal 4, and is not in contact with either of them. At this time, the first lead-out terminal 1 and the second lead-out terminal 2 are in a disconnected state, and the third lead-out terminal 3 and the fourth lead-out terminal 4 are also in a disconnected state, and there is no parallel connection between the first battery pack 7 and the second battery pack 8.

[0035] When it is necessary to switch the first battery pack 7 and the second battery pack 8 to a parallel connection, the first drive mechanism 53 receives a control signal and drives the first conductive bus 51 and the second conductive bus 52 to move simultaneously toward the end of the lead. The first conductive bus 51 moves until its two ends contact the ends of the first lead 1 and the second lead 2, respectively, thereby electrically connecting the first lead 1 and the second lead 2. At the same time, the second conductive bus 52 moves until its two ends contact the ends of the third lead 3 and the fourth lead 4, respectively, thereby electrically connecting the third lead 3 and the fourth lead 4. At this time, the first battery pack 7 and the second battery pack 8 are connected in parallel and can accept a voltage of 400V.

[0036] When it is necessary to switch the first battery pack 7 and the second battery pack 8 from a parallel state back to a disconnected state, the first drive mechanism 53 drives the first conductive busbar 51 and the second conductive busbar 52 in the reverse direction, moving them away from the lead-out ends. The first conductive busbar 51 disengages from the first lead-out end 1 and the second lead-out end 2, disconnecting the first lead-out end 1 from the second lead-out end 2; the second conductive busbar 52 disengages from the third lead-out end 3 and the fourth lead-out end 4, disconnecting the third lead-out end 3 from the fourth lead-out end 4. At this point, the parallel connection between the first battery pack 7 and the second battery pack 8 is completely severed, and they are disconnected from each other.

[0037] In some embodiments, such as Figures 3 to 5 As shown, the first driving mechanism 53 includes a driving rod 531, a first magnetic element 532, a base 533, and a first electromagnet 534. The driving rod 531 is a rod-shaped member extending in a straight line, fixedly or via transmission to the first conductive busbar 51 and the second conductive busbar 52, so that the linear movement of the driving rod 531 can be synchronously transmitted to the two conductive busbars. The first magnetic element 532 is fixedly mounted on the driving rod 531 and can be a permanent magnet or made of a magnetically conductive material. The first electromagnet 534 is fixedly mounted on the base 533, and the first electromagnet 534 and the first magnetic element 532 are arranged opposite each other along the axial direction of the driving rod 531, that is, the central axis of the first electromagnet 534 is parallel to the axial direction of the driving rod 531, with a gap between them. The base 533 is sleeved on the outside of the driving rod 531, guiding the driving rod 531 and ensuring that the driving rod 531 maintains a stable straight trajectory and does not deviate during axial movement. The first electromagnet 534 is configured to drive the first magnetic element 532 to move the drive rod 531 axially, so that the first conductive busbar 51 and the second conductive busbar 52 move synchronously.

[0038] Specifically, when the first electromagnet 534 is energized, it generates an axial electromagnetic attraction force, which attracts the first magnetic component 532 to move closer to the first electromagnet 534. This causes the drive rod 531 and the first conductive bus 51 and the second conductive bus 52 connected to it to move synchronously in the same direction until the two ends of the first conductive bus 51 contact the ends of the first lead-out terminal 1 and the second lead-out terminal 2, respectively, and the two ends of the second conductive bus 52 contact the ends of the third lead-out terminal 3 and the fourth lead-out terminal 4, respectively, thus achieving parallel conduction.

[0039] Meanwhile, the first driving mechanism 53 also includes a first elastic element, which is disposed between the first electromagnet 534 and the first magnetic element 532. When the first electromagnet 534 is energized, it generates an electromagnetic attraction force, attracting the first magnetic element 532 to move closer to the first electromagnet 534. At this time, the first magnetic element 532 drives the driving rod 531 to move axially, and the driving rod 531 in turn drives the first conductive bus 51 and the second conductive bus 52 to move synchronously closer to the ends of each lead-out terminal. The first conductive bus 51 moves until its two ends contact the ends of the first lead-out terminal 1 and the second lead-out terminal 2, respectively, electrically connecting the first lead-out terminal 1 and the second lead-out terminal 2; at the same time, the second conductive bus 52 moves until its two ends contact the ends of the third lead-out terminal 3 and the fourth lead-out terminal 4, respectively, electrically connecting the third lead-out terminal 3 and the fourth lead-out terminal 4. During this process, the first elastic element is further compressed by the relative movement between the first magnetic element 532 and the first electromagnet 534. At this time, both the first conductive busbar 51 and the second conductive busbar 52 are stably connected to their corresponding leads, and the first battery pack 7 and the second battery pack 8 are connected in parallel. When the first electromagnet 534 is de-energized, the electromagnetic attraction generated by the first electromagnet 534 disappears. The first elastic element releases the previously stored elastic potential energy, driving the first magnetic element 532 and the drive rod 531 to reset and move axially away from the first electromagnet 534. The drive rod 531 drives the first conductive busbar 51 and the second conductive busbar 52 to move synchronously in opposite directions, causing the two ends of the first conductive busbar 51 to disengage from the ends of the first lead 1 and the second lead 2, while the two ends of the second conductive busbar 52 disengage from the ends of the third lead 3 and the fourth lead 4. Thus, the first lead 1 is disconnected from the second lead 2, the third lead 3 is disconnected from the fourth lead 4, the first conductive busbar 51 and the second conductive busbar 52 are separated from their corresponding leads, and the parallel connection between the first battery pack 7 and the second battery pack 8 is completely cut off, returning them to an open state.

[0040] like Figure 2 and Figure 3As shown, the first drive mechanism 53 also includes an insulating component 535. The insulating component 535 is made of insulating materials, such as engineering plastics (e.g., polyetheretherketone, polyimide), ceramics, or epoxy resin composites, to ensure good electrical isolation performance under high-voltage conditions. The main body of the insulating component 535 is elongated or plate-shaped, with its length direction perpendicular to the axial direction of the drive rod 531. Both ends are fixedly connected to the first conductive busbar 51 and the second conductive busbar 52, respectively. Specifically, one end of the insulating component 535 is fastened to the middle or end of the first conductive busbar 51 by screws, riveting, or clips, and the other end is fastened to the middle or end of the second conductive busbar 52 in the same manner. This maintains a fixed distance and relative position between the first conductive busbar 51 and the second conductive busbar 52, and electrical isolation is achieved between them through the insulating component 535, preventing accidental short circuits or leakage during parallel connection or disconnection. The drive rod 531 is connected to the insulating component 535, and the first conductive busbar 51 and the second conductive busbar 52 can be moved via the insulating component 535. The end of the drive rod 531 is fixedly connected to the middle area of ​​the insulating component 535, for example, by means of threaded engagement, interference fit, or welding to form a rigid connection. When the first electromagnet 534 drives the first magnetic component 532 to move the drive rod 531 axially, the drive rod 531 transmits the thrust or pull force to the insulating component 535. The insulating component 535 then evenly distributes the force to the first conductive bar 51 and the second conductive bar 52 at its two ends, thereby driving them to move synchronously along the axial direction. Since the insulating component 535 itself has a certain rigidity and strength, it can withstand the driving force transmitted by the drive rod 531 without significant deformation, ensuring the positional accuracy and synchronization of the first conductive bar 51 and the second conductive bar 52 during movement.

[0041] In this embodiment, by setting an insulating component 535, the mechanical connection between the drive rod 531 and the two conductive bars is transformed into an indirect connection, so that the drive rod 531 and its connected metal parts (such as the first magnetic component 532) are electrically isolated from the conductive bars, avoiding the drive rod 531 from becoming a potential leakage path or discharge channel, and improving the insulation safety of the contactor in a high-voltage environment.

[0042] In some embodiments, such as Figure 6 As shown, the first drive mechanism 53 includes a first motor 536. The first motor 536 is connected to the first conductive bus 51 and the second conductive bus 52 in a transmission connection.

[0043] Specifically, the first motor 536 is a linear motor. A linear motor is a drive device that directly converts electrical energy into linear motion mechanical energy, without the need for a conversion mechanism from rotary motion to linear motion. The first motor 536 includes a drive rod 531, which serves as the mover output component of the linear motor, extending along the axial direction of the linear motor and capable of reciprocating linear motion along the axial direction under the drive of the linear motor. An insulating member 535 is provided at the end of the drive rod 531. One end of the insulating member 535 is fixedly connected to the end of the drive rod 531, and the other end is fixedly connected to the first conductive bus 51 and the second conductive bus 52, respectively.

[0044] The first motor 536 drives the first conductive busbar 51 and the second conductive busbar 52 to move via the drive rod 531 and the insulating component 535. When the first motor 536 receives a control signal and is energized, the stator coil inside the linear motor generates a traveling wave magnetic field, driving the drive rod 531, which acts as the mover, to move axially. The drive rod 531 transmits its linear motion to the insulating component 535, which then evenly distributes the force to the first conductive busbar 51 and the second conductive busbar 52 at its two ends, thereby driving them to move synchronously along the axial direction. When it is necessary to switch the first battery pack 7 and the second battery pack 8 to a parallel state, the first motor 536 drives the drive rod 531 to move, causing the insulating component 535 and the first conductive busbar 51 and the second conductive busbar 52 to move towards the ends of each lead-out terminal, until the two ends of the first conductive busbar 51 contact the ends of the first lead-out terminal 1 and the second lead-out terminal 2, respectively, and the two ends of the second conductive busbar 52 contact the ends of the third lead-out terminal 3 and the fourth lead-out terminal 4, respectively, thus achieving parallel conduction. When it is necessary to switch the first battery pack 7 and the second battery pack 8 from the parallel state back to the disconnected state, the first motor 536 drives the drive rod 531 to move in the opposite direction, causing the insulating part 535 and the first conductive bus 51 and the second conductive bus 52 to move away from the ends of each lead, so that the first conductive bus 51 and the second conductive bus 52 are disengaged from the corresponding lead ends, and the parallel connection is cut off.

[0045] In some embodiments, such as Figure 4 and Figure 7 As shown, the series switching component 6 includes: a third conductive bus 61 and a second driving mechanism; the third conductive bus 61 is disposed on one side of the first lead-out terminal 1 and the third lead-out terminal 3, and the second driving mechanism is configured to drive the third conductive bus 61 to rotate so that the third conductive bus 61 connects or disconnects the first lead-out terminal 1 and the third lead-out terminal 3.

[0046] Specifically, the third conductive bus 61 has a long strip or arc-shaped plate structure, is made of conductive material, and extends along the arrangement direction of the first lead-out end 1 and the third lead-out end 3. A rotating shaft is provided in the middle of the third conductive bus 61, extending perpendicularly to the plate surface of the third conductive bus 61. The third conductive bus 61 can rotate around this rotating shaft within a certain angle range. The rotating shaft is fixedly mounted on the housing or bracket of the contactor, providing a stable rotation fulcrum for the third conductive bus 61. The two ends of the third conductive bus 61 are the first contact end and the second contact end, respectively. The first contact end corresponds to the end position of the first lead-out end 1, and the second contact end corresponds to the end position of the third lead-out end 3. The ends of both the first lead-out end 1 and the third lead-out end 3 extend towards the side where the third conductive bus 61 is located, so that the third conductive bus 61 can simultaneously contact or detach from both during rotation. The second drive mechanism is connected to the third conductive bus 61 for driving the third conductive bus 61 to rotate around the rotating shaft.

[0047] Initially, the first lead 1 and the third lead 3 are disconnected, and there is no series connection between the first battery pack 7 and the second battery pack 8. When it is necessary to switch the first battery pack 7 and the second battery pack 8 into a series connection, the second drive mechanism receives a control signal and drives the third conductive bus 61 to rotate around the rotation axis in the first direction. The first and second contact ends of the third conductive bus 61 then move along an arc trajectory, gradually approaching the ends of the first lead 1 and the third lead 3. When the third conductive bus 61 rotates to a predetermined angle, the first contact end contacts the end of the first lead 1, and the second contact end contacts the end of the third lead 3, thereby electrically connecting the first lead 1 and the third lead 3. At this time, the negative terminal of the first battery pack 7 is connected to the positive terminal of the second battery pack 8 through the connection between the first lead 1 and the third lead 3, forming a series connection between the first battery pack 7 and the second battery pack 8, which can accept 800V voltage as a whole. When it is necessary to switch the first battery pack 7 and the second battery pack 8 from a series connection to a disconnected connection, the second drive mechanism drives the third conductive bus 61 to rotate in the opposite direction around the rotation axis. The first contact end and the second contact end of the third conductive bus 61 then move away from the end of the first lead 1 and the end of the third lead 3 along an arc trajectory until they are completely out of contact.

[0048] It should be noted that, for structural simplification, the rotating shaft in this embodiment is the aforementioned drive rod 531. In the previous embodiment, the drive rod 531, as a component of the first drive mechanism 53, is used to drive the first conductive busbar 51 and the second conductive busbar 52 to move linearly along the axial direction to achieve parallel switching. In this embodiment, the drive rod 531 also serves as the rotating shaft of the third conductive busbar 61, with the middle portion of the third conductive busbar 61 rotatably mounted on the outer circumferential surface of the drive rod 531. Specifically, a through hole is formed in the middle portion of the third conductive busbar 61, and a bearing is installed within the through hole. The inner ring of the bearing is fixedly fitted or transitionally fitted with the outer circumferential surface of the drive rod 531, and the outer ring of the bearing is fixedly connected to the inner wall of the through hole of the third conductive busbar 61, allowing the third conductive busbar 61 to rotate freely relative to the drive rod 531, while the axial movement of the drive rod 531 does not affect the rotational freedom of the third conductive busbar 61. The second drive mechanism is connected to the third conductive bus 61 and drives the third conductive bus 61 to rotate around the drive rod 531, thereby realizing the connection or disconnection between the first lead-out end 1 and the third lead-out end 3.

[0049] Specifically, the second drive mechanism includes a second motor and a reducer; the second motor is connected to the third conductive bus 61 via the reducer. The second motor is a rotary motor, which can be a stepper motor, a brushed DC motor, a brushless DC motor, or a servo motor. The second motor has an output shaft that rotates when energized, outputting rotational power at a preset speed and torque. The reducer is a gear reducer, a planetary gear reducer, a worm gear reducer, or a harmonic reducer. Its input end is fixedly connected to the output shaft of the second motor or connected via a coupling, and its output end is connected to the rotating shaft of the third conductive bus 61 (i.e., the aforementioned drive rod 531) or the body of the third conductive bus 61. The reducer has a set reduction ratio, which can convert the higher speed output of the second motor into a lower speed and higher torque output to meet the driving torque and angular velocity requirements of the rotation of the third conductive bus 61.

[0050] In some embodiments, such as Figure 1 , Figure 7 and Figure 8 As shown, the series switching assembly 6 also includes a limiting mechanism 62, which is disposed on the rotation path of the third conductive bus 61, for locking or releasing the third conductive bus 61.

[0051] Specifically, the limiting mechanism 62 is mounted on the contactor's housing or bracket, located near the circumferential trajectory traversed by the third conductive bus 61 as it rotates around its axis. A corresponding position on the side or edge of the third conductive bus 61 is provided with the limiting mechanism 62, which cooperates with the locking element. When the limiting mechanism 62 contacts the third conductive bus 61, it forms a mechanical interlock with the third conductive bus 61, preventing the third conductive bus 61 from rotating around its axis. When the limiting mechanism 62 retracts, it disengages from the third conductive bus 61, releasing the constraint on the third conductive bus 61 and allowing it to rotate freely under the drive of the second drive mechanism.

[0052] like Figure 7 and Figure 8 As shown, the limiting mechanism 62 includes: a latching component, a second magnetic component, and a second electromagnet. The latching component is generally made of insulating material, and its main body is block-shaped or plate-shaped. A latching groove suitable for latching the third conductive busbar 61 is formed on the latching component. The shape of the latching groove matches the edge contour of the third conductive busbar 61, such as a U-shaped groove, a V-shaped groove, or a rectangular groove. The latching component includes a latching base 621 and a latching claw 622. The latching claw 622 has a latching groove, and the latching base 621 is used to set the latching claw 622. The opening direction of the latching groove faces the side or edge of the third conductive busbar 61. When the latching component moves to the point where the latching groove aligns with the edge of the third conductive busbar 61, the edge of the third conductive busbar 61 can be inserted into the latching groove, forming a mechanical interlock with the latching groove. The latching component is provided with a second magnetic component. The second magnetic component is fixedly installed on the latching component and can be a permanent magnet or an armature made of magnetically conductive material, connected to the latching component by screws, adhesive, or injection molding. The position of the second magnetic element corresponds to the mounting position of the second electromagnet, and the two are arranged opposite each other along the moving direction of the latching member. The second electromagnet is fixedly mounted on the housing or bracket of the contactor, and the second electromagnet and the second magnetic element are arranged opposite each other. There is a gap between the second electromagnet and the second magnetic element, the size of which determines the movable stroke of the latching member. The second electromagnet is configured to drive the second magnetic element to move the latching member toward the direction of the third conductive bus 61, so that the latching slot locks or releases the third conductive bus 61.

[0053] Specifically, when the second electromagnet is energized, it generates an electromagnetic attraction, drawing the second magnetic component closer to it. Since the second magnetic component is fixedly mounted on the latching component, its movement causes the latching component to move synchronously, causing the slot on the latching component to move closer to the third conductive busbar 61. When the latching component reaches the predetermined position, the edge of the third conductive busbar 61 enters the slot, and the slot and the third conductive busbar 61 form a mechanical interlock, locking the third conductive busbar 61 at the current angular position and preventing it from continuing to rotate.

[0054] Meanwhile, the limiting mechanism 62 also includes a second elastic element. One end of the second elastic element abuts against the latching member, and the other end is supported by a fixed structure inside the contactor. The second elastic element can be one of a helical compression spring, a disc spring, or a wave spring, and its installation direction is consistent with the movement direction of the latching member. The second elastic element cooperates with the second electromagnet and the second magnetic element to jointly realize the bidirectional drive of the latching member. The second elastic element always applies a preload force to the latching member in the direction of the third conductive bus 61, that is, the direction of the elastic force of the second elastic element is opposite to the direction of the electromagnetic attraction force of the second electromagnet on the second magnetic element. When the second electromagnet is de-energized, the second electromagnet does not generate electromagnetic attraction force, and the latching member moves away from the third conductive bus 61 under the action of the elastic force of the second elastic element, causing the latch to disengage from the contact with the third conductive bus 61 and releasing the lock on the third conductive bus 61. At this time, the third conductive bus 61 is in a free state and can rotate freely around the rotation axis under the drive of the second drive mechanism. When the second electromagnet is energized, it generates an electromagnetic attraction force, which attracts the second magnetic component to overcome the elastic force of the second elastic component and drives the snap-fit ​​component to move towards the third conductive bus 61, so that the snap-fit ​​slot engages with the edge of the third conductive bus 61 and locks the third conductive bus 61 at the current angular position.

[0055] In some embodiments, such as Figure 7 and Figure 8 As shown, a limiting member 623 is provided in the card slot, which divides the card slot into a first card interface and a second card interface in the rotation direction along the third conductive bus 61.

[0056] Specifically, the first card interface is located in the card slot near the disconnected position of the third conductive busbar 61, and the second card interface is located in the card slot near the conductive position of the third conductive busbar 61. When the third conductive busbar 61 rotates around the rotation axis to the disconnected position, the edge of the third conductive busbar 61 just enters the first card interface and forms a snap-fit ​​with the slot wall of the first card interface. At this time, the third conductive busbar 61 is separated from the first lead-out end 1 and the third lead-out end 3, and there is no electrical connection between the first lead-out end 1 and the third lead-out end 3. When the third conductive busbar 61 continues to rotate to the conductive position, the edge of the third conductive busbar 61 passes over the limiting member 623 and enters the second card interface, forming a snap-fit ​​with the slot wall of the second card interface. At this time, the first contact end of the third conductive busbar 61 abuts against the end of the first lead-out end 1, and the second contact end abuts against the end of the third lead-out end 3, electrically connecting the first lead-out end 1 and the third lead-out end 3, and the first battery pack 7 and the second battery pack 8 are connected in series.

[0057] In this embodiment, the limiting member 623, positioned within the card slot, serves as a boundary and provides positioning. When the third conductive bus 61 rotates to the first card interface, the limiting member 623 prevents it from sliding further towards the second card interface, ensuring that the third conductive bus 61 remains stably in the disconnected position and will not accidentally slide into the connected position due to vibration or external force. When the third conductive bus 61 needs to switch from the disconnected position to the connected position, it must overcome the slight resistance provided by the limiting member 623, pass over the limiting member 623, and enter the second card interface, indicating that the switching action has been completed. Similarly, when the third conductive bus 61 switches back from the connected position to the disconnected position, it must reverse past the limiting member 623 and return to the first card interface.

[0058] Furthermore, the side of the limiting member 623 near the first card interface is a slope 6231, which gradually extends towards the rotation plane of the third conductive bus 61 from the direction of rotation from the first card interface to the second card interface.

[0059] Specifically, the inclined surface 6231 starts at the root of the side wall of the limiting member 623 facing the first card interface, and gradually rises at a certain angle along the direction of rotation of the third conductive bus 61 from the first card interface to the second card interface, eventually extending to the top of the limiting member 623 or the junction with the second card interface. The inclined direction of the inclined surface 6231 is towards the rotation plane of the third conductive bus 61, that is, the inclined surface 6231 gradually approaches the spatial plane where the third conductive bus 61 is located in terms of height, so that the edge of the third conductive bus 61 first contacts the lower end of the inclined surface 6231 during the process of rotating from the first card interface into the second card interface, and is then gradually lifted or guided along the rising surface of the inclined surface 6231 until it passes the highest point of the limiting member 623 and falls into the second card interface.

[0060] When the third conductive bus 61 needs to switch from the disconnected position (first card interface) to the connected position (second card interface), the edge of the third conductive bus 61 first touches the starting end of the inclined surface 6231 during rotation. As the rotation continues, the inclined surface 6231 forces the edge of the third conductive bus 61 to slide upward along its surface, overcoming the blocking height of the limiting member 623, and finally passing over the limiting member 623 to enter the second card interface. This process makes the obstacle-crossing action of the third conductive bus 61 smooth and gradual, avoiding the sudden impact or jamming caused by the right-angle step. Conversely, when the third conductive bus 61 returns from the connected position to the disconnected position, since the side of the limiting member 623 near the second card interface is usually a steep or small-angle inclined surface 6231 (or a right-angle surface), the third conductive bus 61 is not easy to cross over in the opposite direction on its own, thereby enhancing the holding force in the connected position.

[0061] In some embodiments, such as Figure 1 and Figure 2As shown, the ends of the first lead-out terminal 1, the second lead-out terminal 2, the third lead-out terminal 3, and the fourth lead-out terminal 4 are arranged according to the four vertices of a quadrilateral, forming a regular geometric layout. Specifically, the first lead-out terminal 1 and the third lead-out terminal 3 are located at opposite ends of the quadrilateral's diagonals, meaning they are positioned opposite each other at opposite diagonal positions. Based on this quadrilateral distribution, one end of the series switching component 6 is located between the first lead-out terminal 1 and the second lead-out terminal 2, and the other end is located between the third lead-out terminal 3 and the fourth lead-out terminal 4. In other words, the series switching component 6 spans between two adjacent sides of the quadrilateral, with one end extending into the first lead-out terminal 1 and the second lead-out terminal 2, and the other end extending into the third lead-out terminal 3 and the fourth lead-out terminal 4. The series switching component 6 operates in a rotating manner. When it rotates to the conducting position, one end of it contacts the first lead 1 and the other end contacts the third lead 3, thereby electrically connecting the first lead 1 and the third lead 3 located at opposite ends of the diagonal. When it rotates to the disconnected position, it separates from the first lead 1 and the third lead 3.

[0062] For ease of automatic control, in some embodiments, the contactor further includes a controller 10. The controller 10 is electrically connected to the first battery pack 7, the second battery pack 8, the parallel switching component 5, and the series switching component 6, and is configured to receive a charging voltage signal and control the parallel switching component 5 and the series switching component 6 according to the charging voltage signal, so that the first battery pack 7 and the second battery pack 8 switch between an open state, a series state, or a parallel state.

[0063] Specifically, the signal input terminal of the controller 10 is connected to the voltage sampling lines of the first battery pack 7 and the second battery pack 8, and is used to acquire the voltage information of the first battery pack 7 and the second battery pack 8 and the charging voltage signal output by the charging pile in real time; the control output terminal of the controller 10 is connected to the first drive mechanism 53 of the parallel switching component 5 and the second drive mechanism of the series switching component 6, respectively, and is used to send control commands to the first drive mechanism 53 and the second drive mechanism.

[0064] When the charging voltage signal received by controller 10 indicates that the charging pile output voltage is at the 400V level, controller 10 determines that the current charging pile cannot directly charge the 800V series-connected battery pack at full power. Therefore, it sends a parallel connection command to the first drive mechanism 53 of the parallel switching component 5, while ensuring that the series switching component 6 is in the open state, switching the first battery pack 7 and the second battery pack 8 into a parallel state, with the entire assembly connected to the charging pile at a 400V voltage platform for charging. When the charging voltage signal received by controller 10 indicates that the charging pile output voltage is at the 800V level (e.g., above 500V), controller 10 determines that the current charging pile can directly charge the 800V battery pack. Therefore, it sends a series connection command to the second drive mechanism of the series switching component 6, while ensuring that the parallel switching component 5 is in the open state, switching the first battery pack 7 and the second battery pack 8 into a series state, with the entire assembly connected to the charging pile at an 800V voltage platform for charging. When the vehicle is in motion or does not need charging, controller 10 can even control both the parallel switching component 5 and the series switching component 6 to be in the open state, disconnecting the first battery pack 7 from the second battery pack 8.

[0065] After the switch is completed, the controller 10 can also determine the connection status of the first battery pack 7 and the second battery pack 8 by detecting the current or resistance. Specifically, after the controller 10 issues a switch command and waits for a preset switch delay, the controller 10 detects the loop current between the first battery pack 7 and the second battery pack 8 through a current sensor, or detects the resistance value between the first lead 1 and the second lead 2, the third lead 3 and the fourth lead 4, and the first lead 1 and the third lead 3 through a resistance measurement circuit. If the detected current or resistance value matches the expected connection status, for example, if a balanced current is detected between the first battery pack 7 and the second battery pack 8 in parallel connection, or if the loop current between the first battery pack 7 and the third lead 3 in series connection meets the series characteristics, then the switch is considered successful and the contactor is in the correct connection status. If the detection result does not match the expectation, for example, if a balanced current is not detected in parallel connection, or an open circuit is detected in series connection, then the switch is considered to have failed, and the controller 10 issues an alarm signal or performs fault protection operations, such as cutting off the charging circuit or prohibiting the vehicle from driving.

[0066] This invention also provides a battery pack, such as... Figure 9 As shown, the battery pack includes: a first battery pack 7, a second battery pack 8, and the aforementioned contactor.

[0067] In this embodiment, it is assumed that the rated charging voltage of the first battery pack 7 and the second battery pack 8 is 400V. The contactor includes: a first lead 1, a second lead 2, a third lead 3, a fourth lead 4, a parallel switching component 5, and a series switching component 6. The first lead 1 corresponds to point A, the second lead 2 corresponds to point B, the third lead 3 corresponds to point C, and the fourth lead 4 corresponds to point D.

[0068] The first terminal of the first battery pack 7 (i.e., the negative terminal of the first battery pack 7) is connected to the first lead 1 (point A); the second terminal of the first battery pack 7 (i.e., the positive terminal of the first battery pack 7) is connected to the fourth lead 4 (point D). The first terminal of the second battery pack 8 (i.e., the negative terminal of the second battery pack 8) is connected to the second lead 2 (point B); the second terminal of the second battery pack 8 (i.e., the positive terminal of the second battery pack 8) is connected to the third lead 3 (point C).

[0069] When the parallel switching component 5 operates, connecting the first lead 1 (point A) and the second lead 2 (point B), and simultaneously connecting the third lead 3 (point C) and the fourth lead 4 (point D), the negative terminal of the first battery pack 7 is connected to the common node through the connection between points A and B, and the positive terminal of the second battery pack 8 is also connected to the common node through the connection between points C and D. At this time, the first battery pack 7 and the second battery pack 8 form a parallel connection, presenting an overall 400V voltage platform, which can directly match the output voltage of a 400V DC charging pile, achieving full-power charging.

[0070] When the series switching component 6 is activated, connecting the first lead 1 (point A) and the third lead 3 (point C), the negative terminal of the first battery pack 7 is connected to the positive terminal of the second battery pack 8 through the connection between points A and C. At this time, the first battery pack 7 and the second battery pack 8 form a series topology, presenting an overall 800V voltage platform, which can directly match the output voltage of an 800V DC charging pile, realizing high-voltage fast charging.

[0071] When both the parallel switching component 5 and the series switching component 6 are in the off state, there is no electrical connection between the first battery pack 7 and the second battery pack 8. They are independent of each other and are suitable for non-charging conditions such as vehicle driving or standby.

[0072] It should be noted that the battery pack provided in this embodiment is not limited to only containing two battery packs, the first battery pack 7 and the second battery pack 8. In practical applications, the battery pack can use more battery packs. For example, the battery pack can be divided into three, four, or even more battery packs, and the rated voltage of each battery pack can be set to the same or different voltage levels according to actual needs. Correspondingly, the contactor also needs to have more leads and switching components to accommodate the series and parallel connection requirements between multiple battery packs. By increasing the number of battery packs, the adjustment granularity of the voltage platform can be further refined, enabling the battery pack to be compatible with more charging piles of different voltage levels, such as simultaneously compatible with 400V, 600V, 800V, and even higher voltage platforms.

[0073] Meanwhile, the first battery pack 7 and the second battery pack 8 can also correspond to other voltages, not limited to the 400V assumed in the above embodiments. For example, the rated voltage of the first battery pack 7 and the second battery pack 8 can both be 300V. In this case, the two battery packs connected in parallel will present an overall voltage platform of 300V, and when connected in series, they will present an overall voltage platform of 600V. Alternatively, the rated voltage of the first battery pack 7 and the second battery pack 8 can both be 500V. When connected in parallel, they will present 500V, and when connected in series, they will present 1000V. In addition, the rated voltages of the first battery pack 7 and the second battery pack 8 can also be different. For example, the first battery pack 7 is 350V and the second battery pack 8 is 450V. In this case, when connected in parallel, the impact of the voltage difference between the two battery packs on the equalization current needs to be considered, and when connected in series, they will present an overall voltage platform of 800V. By flexibly setting the rated voltage of each battery pack, the battery pack can be adapted to charging infrastructures of different countries and regions and different standards, expanding the applicability of the product. Regardless of the voltage specification used, as long as the contactor's internal leads are correctly connected to each battery pack, and the corresponding actions of the parallel switching component 5 and the series switching component 6 are coordinated, the switching between the battery packs in the open, parallel, or series states can be achieved.

[0074] In some embodiments, to simplify the contactor's structure, the controller 10 in the contactor can be replaced by a Battery Management System (BMS) from the battery pack. As a control component of the battery pack, the BMS already possesses functional modules such as voltage sampling, current detection, status monitoring, and communication interfaces, and has existing electrical connections and communication links with the first battery pack 7 and the second battery pack 8. By directly connecting the contactor's parallel switching component 5 and series switching component 6 to the control output terminal of the BMS, the BMS can uniformly handle the acquisition of charging voltage signals, the judgment of series-parallel switching logic, and the issuance of switching commands, eliminating the need for a separate controller 10 within the contactor.

[0075] Specifically, the BMS acquires the charging voltage signal output by the charging pile and the terminal voltage information of the first battery pack 7 and the second battery pack 8 in real time through its voltage sampling channel. The BMS has a pre-stored switching logic program. When the charging pile output voltage is determined to be at a low voltage level (e.g., within the range of 200V to 500V), the BMS sends a parallel connection command to the first drive mechanism 53 of the parallel switching component 5, while ensuring that the series switching component 6 is in the open state, thus switching the first battery pack 7 and the second battery pack 8 to a parallel connection. When the charging pile output voltage is determined to be at a high voltage level (e.g., above 500V), the BMS sends a series connection command to the second drive mechanism of the series switching component 6, while ensuring that the parallel switching component 5 is in the open state, thus switching the first battery pack 7 and the second battery pack 8 to a series connection. After the switching is completed, the BMS can also use its existing current detection or resistance measurement functions to determine the actual connection state of the first battery pack 7 and the second battery pack 8 by detecting the loop current or the resistance value between the leads, and compare it with the expected state to achieve closed-loop verification of the switching result. If a switching failure or connection abnormality is detected, the BMS can directly execute fault protection strategies, such as disconnecting the charging contactor, issuing an alarm signal, or notifying the vehicle controller to take appropriate measures.

[0076] In some embodiments, such as Figure 10 As shown, a vehicle is provided, which can be a new energy vehicle, covering various types such as pure electric vehicles, hybrid electric vehicles, and range-extended electric vehicles. The battery pack 9 can be arranged at the bottom, front, or rear of the vehicle to provide power support for the vehicle, such as acting as the vehicle's operating power source, driving the motor to operate, and supplying power to the vehicle's electrical appliances.

[0077] In addition, vehicles typically include a controller 10, which manages the charging and discharging of the battery pack 9 to cover various power needs during vehicle startup, navigation, and driving. The controller 10 can be a Vehicle Control Unit (VCU), a Battery Management System (BMS), or a combination of both. The controller 10 communicates with other components such as the charging station, motor controller 10, and on-board charger via a vehicle bus (such as a CAN bus or Ethernet) to obtain real-time information such as the charging station output voltage, battery pack 9 status, and vehicle driving mode.

[0078] In some embodiments, the battery pack 9 includes a first battery group 7 and a second battery group 8, which are switched in series and parallel via a contactor as described in the previous embodiment. The controller 10 is electrically connected to the parallel switching component 5 and the series switching component 6 in the contactor, or directly to the first drive mechanism 53 and the second drive mechanism of the contactor, and is used to control the switching action of the contactor according to the charging pile voltage signal or the vehicle driving conditions.

[0079] Specifically, when the vehicle is connected to a charging station, the controller 10 detects the output voltage of the charging station. If the charging station's output voltage is low (e.g., 200V to 500V), the controller 10 controls the contactor to switch the first battery pack 7 and the second battery pack 8 to a parallel connection, allowing the entire battery pack 9 to be connected to the charging station at a low voltage platform (e.g., 400V), achieving full-power charging without relying on the on-board voltage booster (OBC). If the charging station's output voltage is high (e.g., above 500V), the controller 10 controls the contactor to switch the first battery pack 7 and the second battery pack 8 to a series connection, allowing the entire battery pack 9 to be connected to the charging station at a high voltage platform (e.g., 800V), achieving fast charging. When the vehicle is in motion, the controller 10 can, based on the motor's drive power requirements and the battery pack's state of charge, choose to switch the two battery packs to a series connection to provide high voltage to drive the motor, or to a parallel connection to optimize discharge efficiency and stability. In some operating conditions, it can even disconnect the two battery packs for equalization maintenance or fault isolation.

[0080] In addition, the controller 10 can verify the connection status by detecting current or resistance after the switch is completed, ensuring a successful switch. If an abnormality is detected, the controller 10 immediately implements protective measures, such as cutting off the main relay, stopping charging, or limiting the vehicle's power output, thereby ensuring the safety of the vehicle and its occupants.

[0081] By applying the contactor to the vehicle, the vehicle in this embodiment can adapt to charging piles of different voltage levels without the need for additional on-board boost modules, thus reducing the overall vehicle cost and weight. Secondly, the series-parallel switching of the battery pack 9 is uniformly scheduled by the controller 10, and the switching logic is flexible and reliable, which can balance charging efficiency and driving performance.

[0082] This invention also provides a method for controlling vehicle charging voltage switching using a contactor, such as... Figure 11 and Figure 12 As shown, it includes the following steps: Step S110: Obtain the charging voltage signal of the target charging platform.

[0083] In this embodiment, the controller in the contactor (or the BMS or vehicle controller in the battery pack) acquires the charging voltage signal output by the charging pile in real time through a voltage sampling line. This charging voltage signal reflects the DC voltage level that the currently connected charging pile can provide. The controller can directly read the voltage value of the charging pile through the analog signal acquisition port, or obtain its rated output voltage information from the charging pile through a communication protocol (such as CAN bus or PLC communication).

[0084] Step S120: Control the parallel switching component and the series switching component according to the charging voltage signal to switch the first battery pack and the second battery pack between the disconnected state, the series state, or the parallel state.

[0085] Specifically, the controller compares the acquired charging voltage signal with a preset voltage threshold to determine whether the current charging station belongs to a low-voltage or high-voltage platform. The preset voltage threshold can be set based on the rated voltages of the first and second battery packs. For example, when the rated voltages of both the first and second battery packs are 400V, 500V can be used as the threshold to distinguish between low-voltage and high-voltage platforms. If the charging voltage signal is lower than 500V (e.g., in the range of 200V to 500V), it is determined to be a low-voltage charging platform; if the charging voltage signal is higher than 500V (e.g., in the range of 500V to 1000V), it is determined to be a high-voltage charging platform.

[0086] When a low-voltage charging platform is detected, the controller first ensures that the series switching component is in the off state (i.e., the third conductor is not connected between the first and third leads). Then, it sends a parallel connection command to the first drive mechanism of the parallel switching component, driving the first and second conductors to move to the on position, making the first and second leads connected, and the third and fourth leads connected, thereby switching the first and second battery packs into a parallel state. At this time, the entire battery pack is connected to the charging pile on a low-voltage platform (e.g., 400V), enabling full-power charging without relying on the on-board voltage booster (OBC).

[0087] When the system is identified as a high-voltage charging platform, the controller first ensures that the parallel switching component is in the off state (i.e., neither the first nor the second conductive busbar has its corresponding leads connected). Then, it sends a series command to the second drive mechanism of the series switching component, driving the third conductive busbar to rotate to the on position, making the first and third leads connected, thereby switching the first and second battery packs into a series state. At this time, the entire battery pack is connected to the charging pile via a high-voltage platform (e.g., 800V), enabling high-voltage fast charging.

[0088] When the vehicle is in motion or does not require charging, the controller can keep both the parallel switching component and the series switching component in a disconnected state, so that the first battery pack and the second battery pack are independent of each other, in order to ensure driving safety and the normal operation of the battery management system.

[0089] The contactor-controlled vehicle charging voltage switching method provided in this embodiment automatically identifies the charging pile voltage level and switches the series and parallel connection state of the battery pack according to the charging voltage signal, so that the vehicle can adapt to charging facilities of different voltage levels without manual intervention, thereby improving charging convenience and user experience.

[0090] In one specific embodiment, the charging voltage signal includes: a first voltage signal and a second voltage signal; the first voltage signal is greater than the second voltage signal.

[0091] Step S120 specifically includes: Step S1201: If the charging voltage signal corresponds to the first voltage signal, then control the series switching component and the parallel switching component to put the first battery pack and the second battery pack in series.

[0092] Step S1202: If the charging voltage signal corresponds to the second voltage signal, control the series switching component and the parallel switching component to make the first battery pack and the second battery pack be in parallel.

[0093] Specifically, when the controller receives a charging voltage signal that is the first voltage signal (i.e., a high-voltage signal), the controller determines that the current charging pile can directly provide sufficient voltage to the 800V series-connected battery pack. At this time, the controller first ensures that the parallel switching component is in the open state, that is, the first drive mechanism does not drive the first and second conductive busbars to the conducting position, and the first lead-out terminal and the second lead-out terminal, as well as the third lead-out terminal and the fourth lead-out terminal, are all in an open circuit state. Subsequently, the controller sends a series command to the second drive mechanism of the series switching component, driving the third conductive busbar to rotate around the rotation axis to the conducting position, so that the first lead-out terminal and the third lead-out terminal are electrically connected. Thus, the negative terminal of the first battery pack is connected to the positive terminal of the second battery pack through the first and third leads, and the first and second battery packs form a series connection. The battery pack as a whole presents itself as a high-voltage platform (e.g., 800V) and is connected to the charging pile for high-voltage fast charging.

[0094] When the controller receives a charging voltage signal that is the second voltage signal (i.e., a low-voltage signal), the controller determines that the current charging pile cannot directly charge the 800V series-connected battery pack at full power, but can provide a matching voltage for the 400V parallel-connected battery pack. At this time, the controller first ensures that the series switching component is in the off state, meaning the second drive mechanism has not driven the third conductor to rotate to the on position, and the first lead and the third lead are in an open circuit state. Subsequently, the controller sends a parallel command to the first drive mechanism of the parallel switching component, driving the first and second conductors to move synchronously to the on position, making the first lead and the second lead connected, and simultaneously the third lead and the fourth lead connected. Thus, the positive terminal of the first battery pack is connected to the negative terminal of the second battery pack through the connection of the second and fourth leads, forming a parallel topology between the first and second battery packs. The entire battery pack presents itself as a low-voltage platform (e.g., 400V), allowing it to be connected to the charging pile for full-power charging. During this process, the controller also needs to ensure that the first drive mechanism maintains the drive state after the conductor reaches the conduction position or that the contact pressure is maintained by the elastic element to ensure a stable electrical connection.

[0095] When the controller does not receive a charging voltage signal, it can control the series switching component and the parallel switching component to disconnect the first battery pack from the second battery pack. Alternatively, it can choose not to control the series switching component and the parallel switching component, maintaining the current state.

[0096] In some embodiments, the step of controlling the parallel switching component and the series switching component according to the charging voltage signal to switch the first battery pack and the second battery pack between an open state, a series state, or a parallel state includes: Step S1203: Obtain the current connection status between the first battery pack and the second battery pack.

[0097] Step S1204: Determine the target connection state based on the charging voltage signal, and control the parallel switching component and the series switching component to perform corresponding actions based on the difference between the current connection state and the target connection state.

[0098] In some embodiments, before executing a switching command, the controller first needs to accurately identify the current physical connection state of the battery pack to avoid incorrect logical judgments or redundant actions. The controller can use a multi-source information fusion approach for state identification. On one hand, the controller reads the position feedback element signals installed on the parallel switching assembly and the series switching assembly. For example, a Hall sensor detects the displacement of the push rod of the first drive mechanism, or a micro switch detects the rotation angle of the third conductive busbar, directly mapping the physical state of "parallel conduction", "series conduction", or "complete disconnection" through the mechanical position. On the other hand, the controller uses a built-in sampling circuit to detect the equivalent resistance RAB between the first and second leads, the equivalent resistance RCD between the third and fourth leads, and the equivalent resistance RAC between the first and third leads, respectively. If the resistance values ​​of RAB and RCD are less than a preset milliohm threshold and RAC is a megaohm open circuit, the current state is determined to be parallel; otherwise, if RAC approaches zero and RAB and RCD are open circuits, the current state is determined to be series. The controller uses the verified current connection status as the input parameter for subsequent decisions.

[0099] The target connection state is determined based on the charging voltage signal. Taking into account the difference between the current connection state and the target connection state, the parallel switching component and the series switching component are controlled to perform corresponding actions. The controller compares the charging voltage signal obtained in step S110 with a preset system voltage threshold (e.g., 500V) to determine the "target connection state" suitable for the charging pile's voltage level (e.g., parallel connection for a 400V platform, series connection for an 800V platform).

[0100] When the comparison results show that the current connection state is completely consistent with the target connection state, the controller determines that no mechanical switching is required. At this time, the controller only maintains the existing holding force of the parallel or series switching components (e.g., maintaining the electromagnet's pull-in current or relying on a mechanical self-locking structure) and no longer sends drive pulses.

[0101] When the comparison results show an inconsistency between the current connection state and the target connection state, the specific control process is as follows: First, the controller identifies the current connection state. If the current state is parallel, it sends a disconnect command to the parallel switching component, driving the first and second conductive busbars to disconnect from their leads. If the current state is series, it sends a disconnect command to the series switching component, driving the third conductive busbar to reset to the disconnected position. After confirming safety, the controller sends a closing command according to the target connection state, driving the corresponding switching component to operate and completing the state switch.

[0102] It should be noted that in some embodiments, before acquiring the charging voltage signal of the target charging platform, the vehicle confirms that the charging gun is fully coupled and the electronic lock is locked by detecting the level changes and PWM duty cycle of the Connection Confirmation (CC) signal and Control Pilot (CP) signal in the charging circuit. Only when this hardware link is confirmed to be correct can the controller be woken up and prepared for data interaction. After the controller is woken up, it actively sends a handshake message and a charging parameter configuration message to the charging pile. This message contains battery status information: first, the current total battery voltage, used to inform the charging pile of the real-time potential of the battery pack; second, the maximum allowable charging voltage of the battery (e.g., 800V), used to define the upper limit of the battery pack's power acceptance; and third, the maximum allowable charging current. This information allows the charging pile to assess in real time whether its output capability matches the battery requirements. Finally, a voltage level compatibility judgment is performed. After receiving the message sent by the controller, the charging pile, in conjunction with its own hardware configuration, performs a logical comparison between the maximum allowable charging voltage of the battery and its own output capability. At the same time, the controller will also comprehensively judge the voltage level attribute of the currently connected charging pile based on the message information fed back by the charging pile, that is, determine whether it is a 400V low voltage platform or an 800V high voltage platform.

[0103] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and not to limit them; although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. A contactor, characterized in that, Applied to a battery pack (9) including a first battery pack (7) and a second battery pack (8), the contactor includes: The first lead-out terminal (1) is used to connect to the first end of the first battery pack (7); The second lead (2) is used to connect to the first end of the second battery pack (8); The third lead (3) is used to connect to the second end of the second battery pack (8); The fourth lead (4) is used to connect to the second end of the first battery pack (7); The parallel switching component (5) is configured to move on one side of the ends of the first lead (1), the second lead (2), the third lead (3) and the fourth lead (4), for switching the first battery pack (7) and the second battery pack (8) between a disconnected state and a parallel state by connecting or disconnecting the first lead (1) and the second lead (2), and the third lead (3) and the fourth lead (4) through the moving position; A series switching component (6) is configured to rotate on one side of the first lead (1) and the third lead (3) to switch the first battery pack (7) and the second battery pack (8) between a disconnected state and a series state by turning the first lead (1) and the third lead (3) on or off by rotating the position.

2. The contactor according to claim 1, characterized in that, The parallel switching component (5) includes: a first conductive bus (51), a second conductive bus (52), and a first driving mechanism (53); The first conductive bus (51) is arranged on the same side of the first lead-out end (1) and the second lead-out end (2), and the second conductive bus (52) is arranged on the same side of the third lead-out end (3) and the fourth lead-out end (4); the first driving mechanism (53) is configured to drive the first conductive bus (51) and the second conductive bus (52) to move so that the first conductive bus (51) connects or disconnects the first lead-out end (1) and the second lead-out end (2), and the second conductive bus (52) connects or disconnects the third lead-out end (3) and the fourth lead-out end (4).

3. The contactor according to claim 2, characterized in that, The first driving mechanism (53) includes: a driving rod (531), a first magnetic element (532), a base (533), and a first electromagnet (534); The drive rod (531) is connected to the first conductive bus (51) and the second conductive bus (52), the first magnetic element (532) is fixed on the drive rod (531), the first electromagnet (534) is fixedly installed on the base (533), and the first electromagnet (534) and the first magnetic element (532) are arranged opposite to each other along the axial direction of the drive rod (531); The first electromagnet (534) is configured to drive the first magnetic element (532) to move the drive rod (531) axially, so that the first conductive bus (51) and the second conductive bus (52) move synchronously.

4. The contactor according to claim 3, characterized in that, The first drive mechanism (53) further includes: The first elastic element is disposed between the first electromagnet (534) and the first magnetic element (532).

5. The contactor according to claim 3, characterized in that, The first driving mechanism (53) further includes an insulating member (535), the two ends of which are respectively connected to the first conductive bus (51) and the second conductive bus (52); The drive rod (531) is connected to the insulating member (535) to drive the first conductive bus (51) and the second conductive bus (52) to move through the insulating member (535).

6. The contactor according to claim 2, characterized in that, The first drive mechanism (53) includes: a first motor (536); the first motor (536) is connected to the first conductive bus (51) and the second conductive bus (52) in a transmission connection.

7. The contactor according to claim 1, characterized in that, The series switching component (6) includes: a third conductive bus (61) and a second driving mechanism; The third conductive bus (61) is disposed on one side of the first lead-out end (1) and the third lead-out end (3). The second driving mechanism is configured to drive the third conductive bus (61) to rotate so that the third conductive bus (61) connects or disconnects the first lead-out end (1) and the third lead-out end (3).

8. The contactor according to claim 7, characterized in that, The second drive mechanism includes a second motor and a reducer; the second motor is connected to the third conductive bus (61) via the reducer.

9. The contactor according to claim 7, characterized in that, The series switching assembly (6) further includes a limiting mechanism (62) disposed on the rotation path of the third conductive bus (61) for locking or releasing the third conductive bus (61).

10. The contactor according to claim 9, characterized in that, The limiting mechanism (62) includes: The device includes a snap-fit ​​component, a second magnetic component, and a second electromagnet. The snap-fit ​​component has a slot for snapping the third conductive bus (61), and the snap-fit ​​component is provided with the second magnetic component. The second magnetic component is fixedly installed on the snap-fit ​​component, and the second electromagnet is disposed opposite to the second magnetic component. The second electromagnet is configured to drive the second magnetic element to move the latching element toward the third conductive bus (61), thereby locking or releasing the third conductive bus (61) in the slot.

11. The contactor according to claim 10, characterized in that, The limiting mechanism (62) further includes a second elastic member, one end of which abuts against the snap-fit ​​member, and the other end of which is supported by a fixed structure inside the contactor.

12. The contactor according to claim 11, characterized in that, The card slot is provided with a limiting member (623), which divides the card slot into a first card interface and a second card interface in the rotation direction along the third conductive bus (61). When the third conductive bus (61) rotates to the first card interface, the third conductive bus (61) separates from the first lead-out end (1) and the second lead-out end (2); When the third conductive bus (61) rotates to the second card interface, the third conductive bus (61) abuts against the first lead-out end (1) and the second lead-out end (2).

13. The contactor according to claim 12, characterized in that, The limiting member (623) has a slope (6231) on the side near the first card interface. The slope (6231) extends gradually towards the rotation plane of the third conductive bus (61) from the direction of rotation of the first card interface to the second card interface.

14. The contactor according to any one of claims 1-13, characterized in that, The ends of the first lead-out end (1), the second lead-out end (2), the third lead-out end (3) and the fourth lead-out end (4) are arranged in a quadrilateral shape; The first lead-out end (1) and the third lead-out end (3) are located at the two ends of the diagonal of the quadrilateral, and the second lead-out end (2) and the fourth lead-out end (4) are located at the other two ends of the diagonal of the quadrilateral; one end of the series switching component (6) is located between the first lead-out end (1) and the second lead-out end (2), and the other end is located between the third lead-out end (3) and the fourth lead-out end (4).

15. The contactor according to any one of claims 1-13, characterized in that, The contactor also includes: The controller (10), electrically connected to the first battery pack (7), the second battery pack (8), the parallel switching component (5), and the series switching component (6), is configured to receive a charging voltage signal and control the parallel switching component (5) and the series switching component (6) according to the charging voltage signal, so that the first battery pack (7) and the second battery pack (8) switch between an open state, a series state, or a parallel state.

16. A battery pack, characterized in that, include: The first battery pack (7), the second battery pack (8), and the contactor as described in any one of claims 1-15; the two ends of the first battery pack (7) are respectively connected to the first lead-out terminal (1) and the fourth lead-out terminal (4); the two ends of the second battery pack (8) are respectively connected to the second lead-out terminal (2) and the third lead-out terminal (3).

17. A vehicle, characterized in that, include: The battery pack (9) as described in claim 16.

18. A method for controlling vehicle charging voltage switching using a contactor according to any one of claims 1-15, characterized in that, include: Acquire the charging voltage signal of the target charging platform; The parallel switching component (5) and the series switching component (6) are controlled according to the charging voltage signal to switch the first battery pack (7) and the second battery pack (8) between the disconnected state, the series state, or the parallel state.

19. The method for switching vehicle charging voltage using a contactor according to claim 18, characterized in that, The charging voltage signal includes: a first voltage signal and a second voltage signal; the first voltage signal is greater than the second voltage signal; The step of controlling the parallel switching component (5) and the series switching component (6) according to the charging voltage signal to switch the first battery pack (7) and the second battery pack (8) between an open state, a series state, or a parallel state includes: If the charging voltage signal corresponds to the first voltage signal, then control the series switching component (6) and the parallel switching component (5) so that the first battery pack (7) and the second battery pack (8) are in series. If the charging voltage signal corresponds to the second voltage signal, then control the series switching component (6) and the parallel switching component (5) so that the first battery pack (7) and the second battery pack (8) are in parallel.

20. The method for switching vehicle charging voltage using a contactor according to claim 19, characterized in that, The step of controlling the parallel switching component (5) and the series switching component (6) according to the charging voltage signal to switch the first battery pack (7) and the second battery pack (8) between an open state, a series state, or a parallel state includes: Obtain the current connection status between the first battery pack (7) and the second battery pack (8); The target connection state is determined based on the charging voltage signal, and the parallel switching component (5) and the series switching component (6) are controlled to perform corresponding actions based on the difference between the current connection state and the target connection state. When the current connection state is consistent with the target connection state, the parallel switching component (5) and the series switching component (6) are controlled to maintain the current working state; when the current connection state is inconsistent with the target connection state, the current parallel switching component (5) or the series switching component (6) is controlled to disconnect, and then the parallel switching component (5) or the series switching component (6) corresponding to the target connection state is controlled to complete the state switch.

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