All-in-one converter, fuel cell system and vehicle

Abstract

The utility model relates to the technical field of new energy vehicles, in particular to an all-in-one converter, a fuel cell system and a vehicle, and the all-in-one converter comprises a detection assembly for detecting the current state of the fuel cell system, a switch assembly, a DCAC inverter module and a control assembly. Wherein the switch assembly is provided with a plurality of switches, and the state of each switch corresponds to the current state of the fuel cell system; the input end of the DCAC inverter module is respectively connected with the output end of an electric pile of the fuel cell system, and a plurality of output ends of the DCAC inverter module are respectively connected with a plurality of access nodes of the air compression equipment; the control assembly is connected with the switch assembly and the detection assembly, and when the detection assembly detects that the current state is a power generation state, part of the multiple switches are controlled to be in an off state, and the remaining switches are controlled to be in an on state, so that power is supplied to the whole vehicle through the galvanic pile, and meanwhile power is supplied to the air compression equipment through the DCAC inverter module. And the air compression equipment provides oxygen for the fuel cell system.

Description

Technical Field

[0001] The present application relates to the field of new energy vehicle technology, and in particular to an all-in-one converter, a fuel cell system and a vehicle. Background Art

[0002] In recent years, proton exchange membrane fuel cells (PEMFC) have received more and more attention and research, and are considered to be the ultimate form of new energy for vehicles. As new energy vehicles become more and more versatile, their electronic and electrical architectures are becoming more and more complicated, and high integration has become the trend of current electronic and electrical architectures.

[0003] However, currently, the OBC (On Board Charger) of fuel cell vehicles is mostly integrated into the vehicle PDU (Power Distribution Unit) as an independent module, or arranged on the vehicle as an independent module, which wastes hardware resources and vehicle layout space. Utility Model Content

[0004] The present application provides an all-in-one converter, a fuel cell system and a vehicle to solve the problem that the OBC of current fuel cell vehicles is mostly integrated into the vehicle PDU as an independent module, or arranged on the vehicle as an independent module, wasting hardware resources and vehicle layout space.

[0005] The first aspect of the present application provides an all-in-one converter, comprising: a detection component for detecting the current state of a fuel cell system; a switch component, the switch component having multiple switches, each switch state corresponding to the current state of the fuel cell system; a DCAC inverter module, the input end of the DCAC inverter module is respectively connected to the output end of the fuel cell stack of the fuel cell system, and the multiple output ends of the DCAC inverter module are respectively connected to multiple access nodes of an air compression device; a control component, the control component is respectively connected to the switch component and the detection component, and when the detection component detects that the current state is a power generation state, some of the multiple switches are controlled to be in an open state and the remaining switches are controlled to be in a closed state, so that the air compression device is powered by the DCAC inverter module while the entire vehicle is powered by the fuel cell stack, so that the air compression device provides oxygen for the fuel cell system.

[0006] Optionally, the switch assembly includes: a first switch, a second switch, a third switch, a fourth switch, a fifth switch, and a sixth switch, wherein one end of the first switch is connected to the OBC charging interface, and the other end of the first switch is connected to one end of the fifth switch; one end of the second switch is connected to the OBC charging interface, and the other end of the second switch is connected to one end of the fourth switch; one end of the third switch is connected to the positive pole of the battery stack, and the other end of the third switch is connected to one end of the sixth switch; one end of the fourth switch is respectively connected to the DCAC inverter module and the other end of the second switch, and the other end of the fourth switch is connected to the first access node of the air compression equipment; one end of the fifth switch is respectively connected to the DCAC inverter module and the other end of the first switch, and the other end of the fifth switch is connected to the second access node of the air compression equipment; the other end of the sixth switch is arranged between the positive pole of the battery stack and the positive pole of the vehicle bus, and one end of the sixth switch is respectively connected to the DCAC inverter module and the other end of the third switch.

[0007] Optionally, the DCAC inverter module includes: a first switch tube, a second switch tube, a third switch tube, a fourth switch tube, a fifth switch tube, and a sixth switch tube, wherein one end of the first switch tube is respectively connected to the negative electrode of the battery stack, the negative electrode of the vehicle bus and one end of the third switch tube, and the other end of the first switch tube is respectively connected to one end of the second switch tube; the other end of the second switch tube is respectively connected to the other end of the third switch, one end of the sixth switch and one end of the fourth switch tube; one end of the third switch tube is respectively connected to one end of the first switch tube and one end of the fifth switch tube, and the other end of the third switch tube is respectively connected to the other end of the fourth switch tube and one end of the fifth switch; one end of the fourth switch tube is respectively connected to the other end of the second switch tube and one end of the sixth switch tube; the other end of the fifth switch tube is respectively connected to the other end of the sixth switch tube and the third access node of the air compression equipment.

[0008] Optionally, the above-mentioned all-in-one converter also includes: a voltage regulation module, a first end of the voltage regulation module is connected to the positive pole of the fuel cell stack, a second end of the voltage regulation module is connected to the positive pole of the vehicle bus, a third end of the voltage regulation module is connected to the negative pole of the fuel cell stack, and a fourth end of the voltage regulation module is connected to the negative pole of the vehicle bus, and the voltage regulation module is used to be in a buck-boost mode when the current state of the fuel cell system is a power generation state.

[0009] Optionally, the above-mentioned all-in-one converter also includes: a power distribution module, the power distribution module includes a first resistor, a second resistor, and a third resistor, wherein one end of the first resistor is respectively connected to the positive pole of the vehicle bus and one end of the second resistor, one end of the second resistor is connected to one end of the third resistor, one end of the third resistor is connected to one end of the sixth switch, and the other end of the first resistor, the other end of the second resistor and the other end of the third resistor are all connected to the high-voltage components of the fuel cell system.

[0010] Optionally, the power distribution module also includes: a seventh switch and an eighth switch, wherein one end of the seventh switch is connected to one end of the first resistor, and the other end of the seventh switch is connected to the positive pole of the vehicle bus; one end of the eighth switch is respectively connected to one end of the first switch tube and the high-voltage component of the fuel cell system, and the other end of the eighth switch is connected to the negative pole of the vehicle bus.

[0011] Optionally, the above-mentioned all-in-one converter also includes: a filter circuit, one end of which is respectively connected to one end of the third switch and the first end of the voltage regulating module, and the other end of the filter circuit is respectively connected to the negative pole of the battery stack and the third end of the voltage regulating module.

[0012] Optionally, the above-mentioned all-in-one converter further includes: an anti-reverse component, one end of which is connected to the positive electrode of the battery stack, and the other end of which is connected to one end of the third switch.

[0013] A second aspect of the present application provides a fuel cell system, which includes the all-in-one converter as described in the above embodiment.

[0014] A third aspect of the present application provides a vehicle, which includes a fuel cell system as described in the above embodiment.

[0015] In the above implementation, the detection component is used to detect the current state of the fuel cell system. When the detection component detects that the current state is the power generation state, the control component controls some of the multiple switches to be in the disconnected state and the remaining switches to be in the closed state, so that the DCAC inverter module can supply power to the air compression device while the whole vehicle is powered by the battery stack, so that the air compression device can provide oxygen for the fuel cell system. Thus, the problem that the OBC of fuel cell vehicles is currently mostly integrated into the vehicle PDU as an independent module, or arranged on the vehicle as an independent module, which wastes hardware resources and vehicle layout space, saves the number and cost of vehicle parts, and saves vehicle layout space.

[0016] Additional aspects and advantages of the present application will be given in part in the description below, and in part will become apparent from the description below, or will be learned through the practice of the present application. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] The above and / or additional aspects and advantages of the present application will become apparent and easily understood from the following description of the embodiments in conjunction with the accompanying drawings, in which:

[0018] Figure 1 A schematic diagram of an all-in-one converter provided according to an embodiment of the present application;

[0019] Figure 2 The figure is a flow chart of controlling an all-in-one converter according to one embodiment of the present application. Description of the drawings:

[0021] 10-all-in-one converter; 100-DCAC inverter module; 200-control component; 300-voltage regulation module; 400-power distribution module; 500-filter circuit; 600-anti-reverse component. DETAILED DESCRIPTION

[0022] Embodiments of the present application are described in detail below, and examples of the embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are intended to be used to explain the present application, and should not be construed as limiting the present application.

[0023] The following describes the all-in-one converter, fuel cell system and vehicle of the embodiment of the present application with reference to the accompanying drawings. In view of the problem that the current fuel cell vehicle OBC mentioned in the above background technology is mostly integrated in the vehicle PDU as an independent module, or arranged on the vehicle as an independent module, which wastes hardware resources and the layout space of the vehicle, the present application provides an all-in-one converter, which uses a detection component to detect the current state of the fuel cell system, and the control component controls some of the multiple switches to be in an open state and the remaining switches to be in a closed state when the detection component detects that the current state is a power generation state, so that the air compression device is powered by the DCAC inverter module while the whole vehicle is powered by the battery stack, so that the air compression device provides oxygen for the fuel cell system. Thus, the problem that the current fuel cell vehicle OBC is mostly integrated in the vehicle PDU as an independent module, or arranged on the vehicle as an independent module, which wastes hardware resources and the layout space of the vehicle is solved, the number and cost of vehicle parts are saved, and the layout space of the vehicle is saved.

[0024] Specifically, Figure 1 A schematic diagram of an all-in-one converter provided in an embodiment of the present application.

[0025] like Figure 1 As shown, the all-in-one converter includes: a detection component, a switch component, a DCAC inverter module 100 and a control component 200.

[0026] Among them, the detection component is used to detect the current state of the fuel cell system; the switch component has multiple switches, and each switch state corresponds to the current state of the fuel cell system; the input end of the DCAC inverter module 100 is respectively connected to the output end of the fuel cell stack of the fuel cell system, and the multiple output ends of the DCAC inverter module 100 are respectively connected to the multiple access nodes of the air compression equipment; the control component 200, the control component 200 is respectively connected to the switch component and the detection component, and when the detection component detects that the current state is the power generation state, some of the multiple switches are controlled to be in the disconnected state, and the remaining switches are in the closed state, so as to power the entire vehicle through the fuel cell stack while powering the air compression equipment through the DCAC inverter module 100, so that the air compression equipment provides oxygen for the fuel cell system.

[0027] It should be understood that when it is detected that the current state of the fuel cell system is the power generation state, some of the multiple switches are controlled to be in the disconnected state and the remaining switches are in the closed state, so as to power the entire vehicle through the fuel cell stack while powering the air compression equipment through the DCAC inverter module 100, so that the air compression equipment provides oxygen for the fuel cell system.

[0028] Optionally, in some embodiments, the above-mentioned all-in-one converter 10 further includes: a voltage regulation module 300, the first end of the voltage regulation module 300 is connected to the positive pole of the fuel cell stack, the second end of the voltage regulation module 300 is connected to the positive pole of the vehicle bus, the third end of the voltage regulation module 300 is connected to the negative pole of the fuel cell stack, and the fourth end of the voltage regulation module 300 is connected to the negative pole of the vehicle bus. The voltage regulation module 300 is used to be in a buck-boost mode when the current state of the fuel cell system is a power generation state.

[0029] Specific as Figure 1 As shown, the voltage regulation module 300 also includes four switching tubes and inductors, namely switch tube 1, switch tube 2, switch tube 3, switch tube 4 and inductor, wherein one end of switch tube 1 is connected to the positive pole of the battery stack, the other end of switch tube 1 is connected to one end of the inductor and one end of switch tube 3, one end of switch tube 2 is connected to the positive pole of the vehicle bus, the other end of switch tube 2 is connected to the other end of the inductor and one end of switch tube 4, and the other end of switch tube 3 is connected to the negative pole of the battery stack and the other end of switch tube 4.

[0030] The voltage regulation module 300 is in a buck-boost mode when the current state of the fuel cell system is a power generation state. The voltage regulation module 300 is in a boost mode when the fuel cell system is not in a power generation state and the vehicle is connected to the charging pile. Among them, the switch tube 1, the switch tube 2, the switch tube 3, and the switch tube 4 each include a switch and a diode.

[0031] In some embodiments, the switch assembly includes: a first switch K1, a second switch K2, a third switch K6, a fourth switch K3, a fifth switch K4 and a sixth switch K5. Among them, one end of the first switch K1 is connected to the OBC charging interface, and the other end of the first switch K1 is connected to one end of the fifth switch K4; one end of the second switch K2 is connected to the OBC charging interface, and the other end of the second switch K2 is connected to one end of the fourth switch K3; one end of the third switch K6 is connected to the positive electrode of the battery stack, and the other end of the third switch K6 is connected to one end of the sixth switch K5; one end of the fourth switch K3 is respectively connected to the DCAC inverter module 100 and the other end of the second switch K2, and the other end of the fourth switch K3 is connected to the first access node of the air compression equipment; one end of the fifth switch K4 is respectively connected to the DCAC inverter module 100 and the other end of the first switch K1, and the other end of the fifth switch K4 is connected to the second access node of the air compression equipment; the other end of the sixth switch K5 is arranged between the positive electrode of the battery stack and the positive electrode of the vehicle bus, and one end of the sixth switch K5 is respectively connected to the DCAC inverter module 100 and the other end of the third switch K6.

[0032] Specifically, Figure 1 As shown, one end of the first switch K1 is connected to the OBC charging interface, the other end of the first switch K1 is connected to one end of the fifth switch K4, one end of the second switch K2 is connected to the OBC charging interface, the other end of the second switch K2 is connected to one end of the fourth switch K3, one end of the third switch K6 is connected to the other end of the anti-reverse member 600, the other end of the third switch K6 is respectively connected to one end of the sixth switch K5 and the other end of the second switch tube D1, one end of the fourth switch K3 is respectively connected to the other end of the first switch tube D4, the other end of the second switch tube D1 and the second switch K2 in the DCAC inverter module 100 The other end of the fourth switch K3 is connected to the air compressor interface, one end of the fifth switch K4 is respectively connected to the other end of the third switch tube D5, the other end of the fourth switch tube D2 and the other end of the first switch K1 in the DCAC inverter module 100, the other end of the fifth switch K4 is connected to the air compressor interface, the other end of the sixth switch K5 is connected to one end of the switch tube 2 in the voltage regulation module 300 and one end of the third resistor of the power distribution module 400, and one end of the sixth switch K5 is respectively connected to one end of the second switch tube D1 in the DCAC inverter module 100 and the other end of the third switch K6.

[0033] The functions of the sixth switch k5 are: (1) to control the DCAC inverter module 100 when the fuel cell system is in the power generation state; and (2) to disconnect the sixth switch k5 in the OBC working mode to avoid input and output short circuit of the voltage regulation module 300.

[0034] Optionally, in some embodiments, the above-mentioned all-in-one converter 100 further includes: a power distribution module 400, the power distribution module includes a first resistor R1, a second resistor R2, and a third resistor R3, wherein one end of the first resistor R1 is respectively connected to the positive pole of the vehicle bus and one end of the second resistor R2, one end of the second resistor R2 is connected to one end of the third resistor R3, one end of the third resistor R2 is connected to one end of the sixth switch K5, and the other end of the first resistor R1, the other end of the second resistor R2 and the other end of the third resistor R3 are all connected to the high-voltage components of the fuel cell system.

[0035] Optionally, in some embodiments, the power distribution module 400 further includes: a seventh switch K7 and an eighth switch K8. One end of the seventh switch K7 is connected to one end of the first resistor R1, and the other end of the seventh switch K7 is connected to the positive electrode of the vehicle bus; one end of the eighth switch K8 is respectively connected to one end of the first switch tube D4 and the high-voltage component of the fuel cell system, and the other end of the eighth switch K8 is connected to the negative electrode of the vehicle bus.

[0036] Among them, the other ends of the first resistor R1, the second resistor R2, and the third resistor R3 of the distribution module 400 are connected to a three-way fuse, which is connected to the high-voltage components of the fuel cell system (including a hydrogen circulation pump, a water pump, and a ptc) in this application.

[0037] Specifically, the seventh switch K7 and the eighth switch K8 are in a closed state when the fuel cell system is in a power generation state, and are also in a closed state when the fuel cell is not in a power generation state and the vehicle is connected to the charging pile.

[0038] Optionally, in some embodiments, the DCAC inverter module 100 includes: a first switch tube D4, a second switch tube D1, a third switch tube D5, a fourth switch tube D2, a fifth switch tube D6, and a sixth switch tube D3. One end of the first switch tube D4 is respectively connected to the negative electrode of the battery stack, the negative electrode of the vehicle busbar, and one end of the third switch tube D5, and the other end of the first switch tube D4 is respectively connected to one end of the second switch tube D1; the other end of the second switch tube D1 is respectively connected to the other end of the third switch K6, one end of the sixth switch K5, and one end of the fourth switch tube D2; one end of the third switch tube D5 is respectively connected to one end of the first switch tube D4 and one end of the fifth switch tube D6, and the other end of the third switch tube D5 is respectively connected to the other end of the fourth switch tube D2 and one end of the fifth switch K4; one end of the fourth switch tube D2 is respectively connected to the other end of the second switch tube D1 and one end of the sixth switch tube D3; the other end of the fifth switch tube D6 is respectively connected to the other end of the sixth switch tube D3 and the third access node of the air compression device.

[0039] It should be noted that the first access node, the second access node and the third access node of the air compression device are Figure 1 The three interfaces of the air compressor (from right to left are the first access node, the second access node and the third access node).

[0040] Among them, each of the first switch tube D4 , the second switch tube D1 , the third switch tube D5 , the fourth switch tube D2 , the fifth switch tube D6 , and the sixth switch tube D3 includes a switch and a diode.

[0041] Specifically, Figure 1 As shown, one end of the first switch tube D4 is respectively connected to the other end of the switch tube 4 in the voltage regulation module 300, one end of the eighth switch K8 and one end of the third switch tube D5, the other end of the first switch tube D4 is respectively connected to one end of the second switch tube D1, the other end of the second switch tube D1 is respectively connected to the other end of the third switch K6, one end of the sixth switch K5 and one end of the fourth switch tube D2, one end of the third switch tube D5 is respectively connected to one end of the first switch tube D4 and one end of the fifth switch tube D6, the other end of the third switch tube D5 is respectively connected to the other end of the fourth switch tube D2 and one end of the fifth switch K4, one end of the fourth switch tube D2 is respectively connected to the other end of the second switch tube D1 and one end of the sixth switch tube D3, and the other end of the fifth switch tube D6 is respectively connected to the other end of the sixth switch tube D3 and the third access node of the air compression device.

[0042] During the operation of the all-in-one converter, Figure 2As shown, when the fuel cell system is in a system power generation state, the control component 200 controls the first switch K1 and the second switch K2 in the switch component to be disconnected to prevent the OBC charging interface from being energized when not working, controls the third switch K6 in the switch component to be disconnected to prevent the input and output of the voltage regulation module 300 from being short-circuited, controls the fourth switch K3, the fifth switch K4 and the sixth switch K5 in the switch component to be closed to power the DCAC inverter module 100, drives the external air compression equipment to provide oxygen for the fuel cell, and closes the seventh switch K7 and the eighth switch K8 to make the fuel cell work in normal output mode.

[0043] Among them, the vehicle charging request power cannot exceed the maximum power Pmax1 that the current fuel cell can output, the stack voltage is Vin1, the vehicle voltage is Vo1, and the duty cycle of the switch tube in the voltage regulation module 300 is D. Since the fuel cell voltage changes with power, there is Vin1<Vo1,Vin1=Vo1,Vin1> In the three cases of Vo1, the voltage regulation module 300 works in the buck-boost mode, and the input and output voltage relationships of the voltage regulation module are as follows:

[0044] Vo1 = Vin1*D / (1-D);

[0045] Among them, the duty cycle D=ton / T, ton is the switching conductor time, T is the period, and the calculation of D here is based on the input and output voltages, and D is the adjustment amount.

[0046] Furthermore, if the power request value of the entire vehicle is 0, the fuel cell stops generating electricity.

[0047] When the fuel cell system is not in power generation state, and the power battery sends a charging request, and the vehicle is connected to the charging gun, it enters the OBC working mode, such as Figure 2 As shown, the control component 200 controls the fourth switch K3 and the fifth switch K4 in the switch component to be disconnected first to prevent the air compressor load from burning the power supply, controls the first switch K1 and the second switch K2 in the switch component to be closed, selects the diodes of the second switch tube D1, the fourth switch tube D2, the first switch tube D4 and the third switch tube D5 of the DCAC inverter module 100 to realize the rectification function, and the rectification circuit is a single-phase rectification circuit, which rectifies the 220VAC AC into DC, and disconnects the sixth switch K5 in the switch component to prevent the input and output of the voltage regulation module 300 from being short-circuited, closes the third switch K6 in the switch component, turns on the voltage regulation module 300 to regulate the rectified voltage, and controls the seventh switch K7 and the eighth switch K8 to be closed to realize the function of charging the vehicle power battery.

[0048] When the DCAC inverter module 100 is in operation, the air compressor load should be disconnected. The input voltage of the rectified voltage regulation module 300 is Vin2, the vehicle voltage is Vo2, and the duty cycle of the switching tube in the voltage regulation module 300 is D. Since the mains voltage is 220VAC, the rectified voltage is around 200VDC and the vehicle voltage of a commercial vehicle is generally greater than 400V, so there is only one case where Vin2 < Vo2. At this time, the voltage regulation module 300 operates in a pure boost mode, and the input-output voltage relationship of the voltage regulation module 300 is as follows:

[0049] Vo2 = Vin2 * 1 / (1 - D).

[0050] Furthermore, if the charging power request value of the power battery is 0, the charging ends.

[0051] Optionally, in some embodiments, the above-mentioned multi-in-one converter 10 further includes: a filter circuit 500. One end of the filter circuit 500 is respectively connected to one end of the third switch K6 and the first end of the voltage regulation module 300, and the other end of the filter circuit 500 is respectively connected to the negative electrode of the fuel cell stack and the third end of the voltage regulation module 300.

[0052] Optionally, in some embodiments, the above-mentioned multi-in-one converter 10 further includes: an anti-reverse component 600. One end of the anti-reverse component 600 is connected to the positive electrode of the fuel cell stack, and the other end of the anti-reverse component 600 is connected to one end of the third switch K6.

[0053] Specifically, the filter circuit 500 includes a capacitor C1 and a resistor R4. One end of the capacitor C1 is connected to the other end of the anti-reverse component 600 and the switching tube 1 of the voltage regulation module 300, the other end of the capacitor C1 is connected to the negative electrode of the fuel cell stack and the other end of the switching tube 3 of the voltage regulation module 300, one end of the resistor R4 is connected to one end of the capacitor C1, and the other end of the resistor R4 is connected to the other end of the capacitor C1. The capacitor C1 is the input filter capacitor of the voltage regulation module 300, and the resistor R4 is used to discharge the residual charge of the fuel cell stack and the capacitor after the fuel cell system is shut down.

[0054] Specifically, an anti-reverse component 600 is added between the fuel cell and the voltage regulation module 300. The anti-reverse component 600 can be a relay or a diode. In the embodiment of the present application, the anti-reverse component 600 is a diode. The positive electrode of the diode is connected to the positive electrode of the fuel cell stack, and the negative electrode of the diode is respectively connected to one end of the capacitor C1 and one end of the third switch K6. The purpose is to prevent damage to the fuel cell stack when the multi-in-one converter realizes the OBC function.

[0055] According to the all-in-one converter proposed in the embodiment of the present application, the detection component is used to detect the current state of the fuel cell system. When the detection component detects that the current state is the power generation state, the control component controls some of the multiple switches to be in the disconnected state and the remaining switches to be in the closed state, so that the DCAC inverter module can supply power to the air compression equipment while the whole vehicle is powered by the battery stack, so that the air compression equipment can provide oxygen for the fuel cell system. Thus, the problem that the OBC of the current fuel cell vehicle is mostly integrated into the vehicle PDU as an independent module, or arranged on the vehicle as an independent module, which wastes hardware resources and the layout space of the whole vehicle is solved, and the number and cost of the whole vehicle parts and components are saved, and the layout space of the whole vehicle is saved.

[0056] An embodiment of the utility model further provides a fuel cell system, which may include the all-in-one converter of the above embodiment.

[0057] An embodiment of the utility model further provides a vehicle, which may include the fuel cell system of the above embodiment.

[0058] In the description of this specification, the description with reference to the terms "one embodiment", "some embodiments", "example", "specific example", or "some examples" etc. means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present application. In this specification, the schematic representations of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described may be combined in any one or N embodiments or examples in a suitable manner. In addition, those skilled in the art may combine and combine the different embodiments or examples described in this specification and the features of the different embodiments or examples, without contradiction.

[0059] In addition, the terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include at least one of the features. In the description of this application, "N" means at least two, such as two, three, etc., unless otherwise clearly and specifically defined.

Claims

1. An all-in-one converter, characterized in that: include: A detection component for detecting a current state of a fuel cell system; A switch assembly, the switch assembly having a plurality of switches, each switch state corresponding to a current state of the fuel cell system; A DCAC inverter module, wherein the input end of the DCAC inverter module is respectively connected to the output end of the fuel cell stack of the fuel cell system, and the multiple output ends of the DCAC inverter module are respectively connected to the multiple access nodes of the air compression equipment; A control component, wherein the control component is respectively connected to the switch component and the detection component, and when the detection component detects that the current state is the power generation state, it controls some of the multiple switches to be in an open state and the remaining switches to be in a closed state, so as to power the entire vehicle through the battery stack and power the air compression equipment through the DCAC inverter module at the same time, so that the air compression equipment can provide oxygen for the fuel cell system.

2. The all-in-one converter according to claim 1, characterized in that: The switch assembly comprises: a first switch, a second switch, a third switch, a fourth switch, a fifth switch, and a sixth switch, wherein: One end of the first switch is connected to the OBC charging interface, and the other end of the first switch is connected to one end of the fifth switch; One end of the second switch is connected to the OBC charging interface, and the other end of the second switch is connected to one end of the fourth switch; One end of the third switch is connected to the positive electrode of the battery stack, and the other end of the third switch is connected to one end of the sixth switch; One end of the fourth switch is connected to the DCAC inverter module and the other end of the second switch respectively, and the other end of the fourth switch is connected to the first access node of the air compression device; One end of the fifth switch is connected to the DCAC inverter module and the other end of the first switch respectively, and the other end of the fifth switch is connected to the second access node of the air compression device; The other end of the sixth switch is arranged between the positive electrode of the battery stack and the positive electrode of the vehicle bus, and one end of the sixth switch is respectively connected to the other end of the DCAC inverter module and the third switch.

3. The all-in-one converter according to claim 2, characterized in that: The DCAC inverter module comprises: A first switch tube, a second switch tube, a third switch tube, a fourth switch tube, a fifth switch tube, and a sixth switch tube, wherein: One end of the first switch tube is respectively connected to the negative electrode of the battery stack, the negative electrode of the vehicle bus and one end of the third switch tube, and the other end of the first switch tube is respectively connected to one end of the second switch tube; The other end of the second switch tube is respectively connected to the other end of the third switch, one end of the sixth switch and one end of the fourth switch tube; One end of the third switch tube is respectively connected to one end of the first switch tube and one end of the fifth switch tube, and the other end of the third switch tube is respectively connected to the other end of the fourth switch tube and one end of the fifth switch tube; One end of the fourth switch tube is respectively connected to the other end of the second switch tube and one end of the sixth switch tube; The other end of the fifth switch tube is respectively connected to the other end of the sixth switch tube and the third access node of the air compression device.

4. The all-in-one converter according to claim 3, characterized in that: Also includes: A voltage regulating module, wherein the first end of the voltage regulating module is connected to the positive electrode of the fuel cell stack, the second end of the voltage regulating module is connected to the positive electrode of the vehicle bus, the third end of the voltage regulating module is connected to the negative electrode of the fuel cell stack, and the fourth end of the voltage regulating module is connected to the negative electrode of the vehicle bus. The voltage regulating module is in a buck-boost mode when the current state of the fuel cell system is a power generation state.

5. The all-in-one converter according to claim 4, characterized in that: Also includes: A power distribution module, the power distribution module includes a first resistor, a second resistor, and a third resistor, wherein: One end of the first resistor is connected to the positive pole of the vehicle bus and one end of the second resistor respectively, one end of the second resistor is connected to one end of the third resistor, one end of the third resistor is connected to one end of the sixth switch, and the other end of the first resistor, the other end of the second resistor and the other end of the third resistor are all connected to the high-voltage components of the fuel cell system.

6. The all-in-one converter according to claim 5, characterized in that: The power distribution module further includes: The seventh switch and the eighth switch, wherein One end of the seventh switch is connected to one end of the first resistor, and the other end of the seventh switch is connected to the positive electrode of the vehicle bus; One end of the eighth switch is connected to one end of the first switch tube and the high-voltage component of the fuel cell system respectively, and the other end of the eighth switch is connected to the negative electrode of the vehicle bus.

7. The all-in-one converter according to claim 6, characterized in that: Also includes: A filter circuit, one end of which is respectively connected to one end of the third switch and the first end of the voltage regulating module, and the other end of which is respectively connected to the negative electrode of the battery stack and the third end of the voltage regulating module.

8. The all-in-one converter according to claim 7, characterized in that: Also includes: An anti-reverse component, one end of which is connected to the positive electrode of the battery stack, and the other end of which is connected to one end of the third switch.

9. A fuel cell system, characterized in that: include: An all-in-one converter as claimed in any one of claims 1 to 8.

10. A vehicle, characterized in that: include: The fuel cell system as claimed in claim 9.

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