Power distribution system, control system, power assembly and vehicle

Abstract

The utility model relates to the technical field of power batteries, in particular to a power distribution system, a control system, a power assembly and a vehicle. The power distribution system comprises a main circuit which is provided with a main contactor; the first circuit comprises an auxiliary contactor and an auxiliary fuse, and the auxiliary contactor and the auxiliary fuse are connected in series; the first circuit is connected in parallel with the main contactor. According to the technical scheme, when a short-circuit fault occurs in the main circuit, most short-circuit current passes through the first circuit, and the main circuit is protected in a mode of fusing the auxiliary fuse.

Description

Technical Field

[0001] The utility model relates to the technical field of power batteries, and particularly relates to a power distribution system, a control system, a power assembly and a vehicle. Background Art

[0002] At present, most vehicles on the market adopt an arrangement scheme in which a single main fuse is connected in series in the main circuit. This arrangement scheme is safe and effective when dealing with small current impacts. However, when the impact current is large, the fuse will continuously withstand the impact of large currents, and eventually it will not be able to meet the installation life and will fuse prematurely. To avoid batch problems in vehicles within the warranty period, the rated current of the main fuse usually needs to be selected larger. However, when the fuse is selected larger, it is likely to have the problem of not being able to fuse under some extreme working conditions, posing a safety risk. Content of the Utility Model

[0003] The utility model aims to solve at least one of the technical problems existing in the prior art. For this reason, the first object of the utility model is to provide a power distribution system, which effectively solves the durability problem that the main fuse of the vehicle is difficult to withstand frequent impacts of large currents.

[0004] The second object of the utility model is to provide a control system.

[0005] The third object of the utility model is to provide a power assembly.

[0006] The fourth object of the utility model is to provide a vehicle.

[0007] To solve the above problems, the first aspect embodiment of the utility model provides a power distribution system, which includes a main circuit provided with a main contactor; a first circuit including a sub-contactor and a sub-fuse, the sub-contactor and the sub-fuse being connected in series; and the first circuit being connected in parallel with the main contactor.

[0008] In some embodiments, the main contactor includes a main positive contactor and a main negative contactor, and the first circuit is connected in parallel with the main positive contactor or the main negative contactor.

[0009] In some embodiments, the main circuit further includes a main fuse located between the main positive contactor and the main negative contactor.

[0010] In some embodiments, the main circuit further includes a battery pack, one end of the battery pack being connected to one end of the main fuse; and the other end of the battery pack being connected to one end of the main negative contactor.

[0011] In some embodiments, the rated current of the main fuse is greater than the rated current of the sub-fuse.

[0012] In some embodiments, the main circuit further includes a charging pile, one end of the charging pile is connected to one end of the main positive contactor; the other end of the charging pile is connected to the other end of the main negative contactor.

[0013] In some embodiments, the main circuit further includes a capacitive load, one end of the battery pack is connected to one end of the capacitive load, and the other end of the battery pack is connected to the other end of the capacitive load.

[0014] In some embodiments, the main circuit further includes a high-voltage load, one end of the battery pack is connected to one end of the high-voltage load, and the other end of the battery pack is connected to the other end of the high-voltage load.

[0015] In some embodiments, a fifth contactor and a first resistor are connected in series to form a second circuit, and the second circuit, the main positive contactor, and the first circuit are connected in parallel.

[0016] The second aspect of the present utility model provides a control system, including the power distribution system described in any one of the above technical solutions.

[0017] In some embodiments, a control system includes a current sensor and a battery management system. The power distribution system is respectively connected to the current sensor and the battery management system. The current sensor is connected to the power distribution system, and the current sensor is used to monitor the magnitude of the current in the main circuit.

[0018] The third aspect of the present utility model provides a powertrain, including the above control method.

[0019] The fourth aspect of the present utility model provides a vehicle, including the above powertrain.

[0020] The rated current of the secondary fuse of the present utility model is less than the rated current of the main fuse. The first circuit formed by the series connection of the secondary contactor and the secondary fuse is connected in parallel with the main contactor. Therefore, when a short-circuit fault occurs, the main contactor is disconnected, so that the short-circuit current all flows through the first circuit, and the secondary fuse quickly melts under high current to protect the main fuse and the entire circuit.

[0021] Additional aspects and advantages of the present invention will be given in part in the following description, become apparent in part from the following description, or be learned through the practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] The drawings are used to provide a further understanding of the present utility model, and constitute a part of the specification. Together with the following specific embodiments, they are used to explain the present utility model, but do not constitute a limitation to the present utility model. Among them,

[0023] Figure 1 and Figure 2 is the circuit diagram of the first embodiment of the present utility model;

[0024] Figure 3 and Figure 4 is the circuit diagram of the second embodiment of the present utility model;

[0025] Figure 5 is the schematic structural diagram of the control system of the present utility model;

[0026] Figure 6 is the schematic flow diagram of the control method of the present utility model;

[0027] Among them,

[0028] Battery pack: 10;

[0029] Main fuse: 11; Main positive contactor: 12; Main negative contactor: 13;

[0030] Fifth contactor: 20; Pre-charge resistor: 21;

[0031] Auxiliary fuse: 30; Auxiliary contactor: 31;

[0032] Capacitive load: 40; High-voltage load: 50; Charging pile: 60;

[0033] BMS: Battery Management System. Detailed implementation manners

[0034] The following will describe in detail the detailed implementation manners of the present utility model with reference to the accompanying drawings. It should be understood that the detailed implementation manners described herein are only used to illustrate and explain the present utility model, and are not used to limit the present utility model.

[0035] In the present utility model, unless otherwise stated, the "inside and outside" used refers to the "inside and outside" relative to the contour of the corresponding component itself, and the "far and near" refers to the "far and near" compared with the reference object for comparison. In addition, the terms such as "first" and "second" used in the present utility model are used to distinguish one element from another element, and do not have sequentiality and importance. In the following description, when referring to the drawings, unless otherwise explained, the same reference numerals in different drawings represent the same or similar elements. The above definitions are only used to explain and illustrate the present utility model, and should not be construed as a limitation of the present utility model.

[0036] See Figure 1 and Figure 2 , the present utility model discloses the first embodiment of the power distribution system.

[0037] See Figure 1 , in this embodiment, a power distribution system includes a main circuit provided with a main contactor; a first circuit including an auxiliary contactor and an auxiliary fuse, and the auxiliary contactor and the auxiliary fuse are connected in series; the first circuit is connected in parallel with the main contactor.

[0038] In this embodiment, the auxiliary contactor 30 and the auxiliary fuse 31 are connected in series to form a first circuit, and the first circuit is connected in parallel with the main contactor; when the vehicle is operating normally, due to the large impedance of the auxiliary fuse 31, the large current generated during the starting and accelerating stages flows through the parallel main contactor, and only a small part of the current flows through the first circuit. When a short-circuit fault occurs, the main contactor is first disconnected, so that the short-circuit current flows through the first circuit, and at this time the auxiliary fuse 31 will be quickly blown, thereby cutting off the short-circuit circuit to protect the main fuse 11 and the high-voltage system.

[0039] In this embodiment, the main contactor includes a main positive contactor 12 and a main negative contactor 13, and the first circuit is connected in parallel with the main positive contactor 12 or in parallel with the main negative contactor 13.

[0040] In this embodiment, the main contactor includes a main positive contactor 12 and a main negative contactor 13. It should be noted in detail that the first circuit can be connected in parallel with the main positive contactor 12, and the first circuit can also be connected in parallel with the main negative contactor 13.

[0041] In this embodiment, even if the main positive contactor 12 fails, the main negative contactor 13 and the auxiliary contactor 31 can be closed to connect the entire circuit for discharging or discharging, so that the vehicle can operate normally. When the battery needs to be charged or discharged, at this time the main negative contactor 13 is connected in parallel with the first circuit. Even if the main negative contactor 13 fails, the main positive contactor 12 and the auxiliary contactor 31 can be closed to continue to form a circuit to achieve the charging or discharging effect.

[0042] In this embodiment, the power distribution system further includes a main fuse 11, and the main fuse 11 is located between the main positive contactor 12 and the main negative contactor 13.

[0043] The function of the main fuse 11 in this embodiment is to self-blow and cut off the current when a fault or abnormality occurs in the main circuit, thereby protecting the safe operation of the main circuit.

[0044] In this embodiment, the power distribution system further includes a battery pack 10, one end of the battery pack 10 is connected to one end of the main fuse 11; the other end of the battery pack 10 is connected to one end of the main negative contactor 11.

[0045] In this embodiment, the power distribution system further includes a battery pack 10. It should be noted in detail that the battery pack 10 can be a power battery, providing a power source for tools such as automobiles; the main positive contactor 12 is connected to the positive pole of the battery pack 10, and the main negative contactor 13 is connected to the negative pole of the battery pack 10.

[0046] In this embodiment, the rated current of the main fuse 11 is greater than the rated current of the auxiliary fuse 30.

[0047] In this embodiment, for a vehicle equipped with a high-power motor on a low-voltage platform, if the peak power of the high-power motor is to be exerted to achieve rapid starting and acceleration of the vehicle, then during the starting and acceleration phases, the current will inevitably be very large. Selecting a larger rated current for the main fuse 11 can effectively solve the durability problem that the low main fuse 11 is difficult to withstand frequent impacts of large currents; when a short-circuit fault is recognized, first control the main positive contactor 12 to disconnect. The large short-circuit current will form a complete electrical loop through the first circuit. Since the rated current of the main fuse 11 is greater than the rated current of the secondary fuse 11, it will cause the secondary fuse 30 to quickly disconnect under the action of the large short-circuit current to protect the safety of the battery pack 10 and the vehicle occupants.

[0048] See Figure 3 and Figure 4 , the second embodiment of the power distribution system is disclosed in the present utility model.

[0049] In this embodiment, the power distribution system further includes a charging pile 60. One end of the charging pile 60 is connected to one end of the main positive contactor 12; the other end of the charging pile 60 is connected to the other end of the main negative contactor 13.

[0050] In this embodiment, the switching states of the main positive contactor 12 and the main negative contactor 13 are crucial for charging safety. When a large short-circuit current appears in the loop, the main positive contactor 12, the main negative contactor 13, and the auxiliary contactor 31 can cut off the current simultaneously, making it easier to disconnect the circuit.

[0051] In this embodiment, the main circuit further includes a capacitive load 40. One end of the battery pack 10 is connected to one end of the capacitive load 40, and the other end of the battery pack 10 is connected to the other end of the capacitive load 40.

[0052] In this embodiment, the capacitive load 40 can play a role in mitigating the impact current. When the battery pack 10 starts to discharge, the capacitive load 40 will absorb part of the current and slowly release it back to the battery pack 10, thereby reducing the occurrence of the impact current. Similarly, when the battery pack 10 starts to charge, the capacitive load 40 will discharge into the battery pack 10, also having the effect of reducing the impact current.

[0053] In this embodiment, the main circuit further includes a high-voltage load 50. One end of the battery pack 10 is connected to one end of the high-voltage load 50, and the other end of the battery pack 10 is connected to the other end of the high-voltage load 50.

[0054] In this embodiment, the load includes the high-voltage load 50. It should be noted in detail that the high-voltage load 50 includes, but is not limited to, devices such as air conditioners, compressors, electronic controls, and DC / DC.

[0055] In this embodiment, the main circuit further includes a fifth contactor 20 and a first resistor 21. The fifth contactor 20 and the first resistor 21 are connected in series to form a second circuit, and the second circuit, the main positive contactor 12, and the first circuit are connected in parallel.

[0056] In this embodiment, the fifth contactor 20 and the first resistor 21 form a second circuit. Before the vehicle starts, the voltage of the battery pack 10 is relatively high. If the high-voltage load 50 is directly powered, it will cause an instantaneous large current, which may damage devices such as the high-voltage load 50 and the battery pack 10. The function of the second circuit is to, before the formal discharge, by turning on the fifth contactor 20, at this time the fifth contactor 50 is attracted, causing the high-voltage current to pass through the first resistor 21 from this circuit. Through the function of the pre-charge circuit, the electric vehicle can start easily, protect the vehicle electrical equipment and the power battery, and extend the service life of the battery pack 10.

[0057] See Figure 5 , the second aspect of the present utility model provides a control system, including a current sensor, a battery management system, and the above-mentioned power distribution system. All beneficial effects of the power distribution system are included in this control system.

[0058] The power distribution system is respectively connected to the current sensor and the battery management system. The current sensor is connected to the power distribution system, and the current sensor is used to monitor the magnitude of the current in the main circuit.

[0059] The current sensor is an important part of realizing the thermal management of the battery, which can avoid the occurrence of battery thermal runaway problems from the source and improve the safety and reliability of the battery system. The battery management system is the core component of the electric vehicle battery system, responsible for functions such as battery monitoring, control, protection, and energy management. It judges whether there is a short circuit in the battery energy storage system and the current battery power situation based on the data provided by sensors such as the current sensor, and avoids overcharging or over-discharging.

[0060] See Figure 6 , the third aspect of the present disclosure provides a control method for including the control system provided in the second aspect of the present disclosure and the above-mentioned power distribution system. All beneficial effects of the power distribution system are included in this control system.

[0061] When the current sensor monitors that the current in the main circuit exceeds the preset value, it sends a warning signal to the battery management system, and the battery management system controls the main contactor to disconnect, so that the secondary fuse 30 melts under the action of a short-circuit large current.

[0062] The control methods in this embodiment can be divided into two types: When the main contactor is the main positive contactor 12, the first method: When the circuit is operating normally, the auxiliary contactor 31 is in the off state. When the current sensor monitors that the current in the main circuit exceeds a preset value, which can be defined by the engineer according to experience or formulated based on laws and regulations, and will not be elaborated here too much, the current sensor sends a warning signal to the battery management system. The BMS identifies a short - circuit fault, first controls the auxiliary contactor 31 to close, and then controls the main positive contactor 12 to open, so that the auxiliary fuse 30 melts to protect the main fuse 11 and other parts in the circuit. At this time, although the main positive contactor 12 has been opened, the auxiliary contactor 30 and the negative contactor 13 are not opened. The short - circuit large current will form a complete circuit through the branch where the auxiliary fuse 31 is located and the circuit where the negative contactor 13 is located, causing the auxiliary fuse 31 to quickly open under the action of the short - circuit large current to protect the battery pack 10, the high - voltage load 50 and the safety of the occupants. The second method: When the circuit is operating normally, the auxiliary contactor 31 is in the closed state. The control method when the current sensor monitors that the current in the main circuit exceeds the preset value is the same as the first method above, and will not be elaborated here too much.

[0063] Similarly, when the main contactor is the main negative contactor 13, the first method: When the circuit is operating normally, the auxiliary contactor 31 is in the off state. The BMS identifies a short - circuit fault, first controls the contactor 31 to close, and then controls the main negative contactor 13 to open, so that the auxiliary fuse 30 melts to protect the main fuse 11 and other parts in the circuit. At this time, although the main negative contactor 13 has been opened, the auxiliary contactor 30 and the main positive contactor 12 are not opened. The short - circuit large current will form a complete circuit through the branch where the auxiliary fuse 31 is located and the circuit where the main positive contactor 12 is located, causing the auxiliary fuse 31 to quickly open under the action of the short - circuit large current to protect the battery pack 10, the high - voltage load 50 and the safety of the occupants. The second method: When the circuit is operating normally, the auxiliary contactor 31 is in the closed state. The control method when the current sensor monitors that the current in the main circuit exceeds the preset value is the same as the first method above, and will not be elaborated here too much.

[0064] In this embodiment, the battery management system controls the main contactor to open so that the auxiliary fuse 30 melts under the action of the short - circuit large current. It should be noted in detail that after the auxiliary fuse 30 melts, there is no current in the main circuit. At this time, the current sensor sends this signal to the BMS. To ensure further protection of the vehicle and the occupants, the BMS controls the auxiliary contactor 30 and the main contactor to open, cutting off the entire main circuit.

[0065] The present disclosure provides a third aspect of the utility model, which is a powertrain including the control method provided in the third aspect of the utility model, and the powertrain includes all the beneficial effects of this control method.

[0066] The fourth aspect of the present utility model provides a vehicle, including the powertrain provided by the third aspect of the present utility model. The vehicle can be a pure electric vehicle or a hybrid electric vehicle, without limitation here.

[0067] The preferred embodiments of the present utility model have been described in detail above with reference to the accompanying drawings. However, the present utility model is not limited to the specific details in the above embodiments. Within the scope of the technical concept of the present utility model, various simple modifications can be made to the technical solutions of the present utility model, and these simple modifications all fall within the protection scope of the present utility model.

[0068] In addition, it should be noted that, among the various specific technical features described in the above specific embodiments, they can be combined in any suitable manner without contradiction. To avoid unnecessary repetition, the present utility model will not separately describe various possible combination methods.

[0069] Furthermore, any combination can be made among various different embodiments of the present utility model, as long as it does not violate the idea of the present utility model, and it should also be regarded as the content disclosed by the present utility model.

Claims

1. A power distribution system, characterized in that: include: Main circuit, the main circuit is equipped with a main contactor; A first circuit, the first circuit comprising a secondary contactor and a secondary fuse, the secondary contactor and the secondary fuse being connected in series; The first circuit and the main contactor are connected in parallel.

2. The power distribution system according to claim 1, characterized in that: The main contactor includes a main positive contactor and a main negative contactor, and the first circuit is connected in parallel with the main positive contactor or in parallel with the main negative contactor.

3. The power distribution system according to claim 2, characterized in that: The main circuit also includes: A main fuse is located between the main positive contactor and the main negative contactor.

4. The power distribution system according to claim 3, characterized in that: The main circuit also includes: A battery pack, one end of which is connected to one end of the main fuse; The other end of the battery pack is connected to one end of the main negative electrode contactor.

5. The power distribution system according to claim 3, characterized in that: The rated current of the primary fuse is greater than the rated current of the secondary fuse.

6. The power distribution system according to claim 4, characterized in that: The main circuit also includes: A charging pile, one end of which is connected to one end of the main positive contactor; The other end of the charging pile is connected to the other end of the main negative contactor.

7. The power distribution system according to claim 4 or 6, characterized in that: The main circuit also includes: A capacitive load, one end of the battery pack is connected to one end of the capacitive load, and the other end of the battery pack is connected to the other end of the capacitive load.

8. The power distribution system according to claim 4 or 6, characterized in that: The main circuit also includes: A high-voltage load, one end of the battery pack is connected to one end of the high-voltage load, and the other end of the battery pack is connected to the other end of the high-voltage load.

9. The power distribution system according to claim 8, characterized in that: The main circuit also includes: A fifth contactor and a first resistor, wherein the fifth contactor and the first resistor are connected in series to form a second circuit, and the second circuit, the main positive contactor and the first circuit are connected in parallel.

10. A control system, characterized in that: It includes a current sensor, a battery management system and a power distribution system according to any one of claims 1 to 9, wherein the power distribution system is connected to the current sensor and the battery management system respectively, the current sensor is connected to the power distribution system, and the current sensor is used to monitor the current size of the main circuit.

11. A powertrain, characterized in that: Includes the control system described in claim 10.

12. A vehicle, characterized in that: Includes the powertrain as claimed in claim 11.

Images