All-in-one power control system and vehicle

Abstract

The utility model provides an all-in-one power control system and a vehicle. The all-in-one power control system comprises a multi-core control chip, a power conversion module, a whole vehicle control module and a battery management module. The power conversion module is connected with the multi-core control chip, and the power conversion module is used for charging a vehicle and converting a power supply; the whole vehicle control module is connected with the multi-core control chip; and the battery management module is connected with the multi-core control chip. The all-in-one power control system transmits, processes and manages signals of a plurality of different modules through a multi-core control chip so as to realize high integration of a hardware circuit and software, and the multi-core control chip uniformly schedules and manages data exchange of different modules. The time delay of jumping transmission of signals among a plurality of nodes is reduced, and the real-time performance of communication is improved.

Description

Technical Field

[0001] The present application relates to the technical field of vehicles, and more particularly, to an integrated power control system and a vehicle. Background Art

[0002] Currently, new energy vehicles have replaced internal combustion engine vehicles and are widely used in various scenarios. The electronic control system in new energy vehicles usually includes a motor control unit (MCU), a vehicle control unit (VCU), a battery management system (BMS), an on-board charger (OBC), and a direct current to direct current converter (DCDC), etc.

[0003] In the related art, components such as the MCU, VCU, BMS, OBC, and DCDC are usually arranged in the vehicle in the form of discrete parts, and each is equipped with a corresponding independent electronic control unit (ECU), resulting in a relatively large overall occupied volume and high cost of the electronic control system. Summary of the Utility Model

[0004] The present application provides an integrated power control system and a vehicle, aiming to solve the problems of relatively large overall occupied volume and high cost of the electronic control system.

[0005] In a first aspect, an integrated power control system is provided. The integrated power control system includes a multi-core control chip, a power conversion module, a vehicle control module, and a battery management module; the power conversion module is connected to the multi-core control chip and is used for charging the vehicle and power conversion; the vehicle control module is connected to the multi-core control chip; the battery management module is connected to the multi-core control chip.

[0006] In the above technical solution, the power conversion module, the vehicle control module, and the battery management module are all connected to the same multi-core control chip. That is, through a multi-core control chip, the transmission, processing, and management of signals of the power conversion module, the vehicle control module, and the battery management module are realized, so as to achieve a high degree of integration of the hardware circuit and the software. Moreover, there is no need to set a control chip for each module, reducing the number of control chips set, thereby reducing the occupied volume of the multi-in-one power control system in the vehicle, enabling the multi-in-one power control system to meet the development of lightweight, and saving a certain amount of manufacturing cost. Secondly, the signals of the power conversion module, the vehicle control module, and the battery management module are all sent to the same multi-core control chip. At this time, the multi-core control chip, as the "central processing unit", can uniformly schedule and manage the data exchange of different modules (that is, the power conversion module, the vehicle control module, and the battery management module), that is, convert the bus communication between the modules into the inter-core communication inside the multi-core control chip, reducing the time delay of signal jumping transmission between multiple nodes to improve the communication real-time performance, and the data processing speed is relatively fast. At the same time, the number of cables and connectors is reduced, and the power consumption of the low-voltage battery is reduced. Moreover, the multi-core control chip can process the signals of multiple modules simultaneously, improving the concurrency and efficiency of data processing.

[0007] Combined with the first aspect, in some possible implementation manners, the power conversion module includes an on-vehicle charging unit, an isolation rectification unit, and a DC conversion unit; one end of the on-vehicle charging unit is connected to an external AC power supply; the first end of the isolation rectification unit is connected to the other end of the on-vehicle charging unit, and the second end of the isolation rectification unit is connected to the high-voltage battery; one end of the DC conversion unit is connected to the low-voltage battery, and the other end of the DC conversion unit is connected to the third end of the isolation rectification unit; wherein, the on-vehicle charging unit, the isolation rectification unit, and the DC conversion unit are all connected to the multi-core control chip.

[0008] Combined with the first aspect and the above implementation manner, in some possible implementation manners, the isolation rectification unit includes a transformer and a rectification circuit; the primary coil of the transformer is connected to the other end of the on-vehicle charging unit and the other end of the DC conversion unit; one end of the rectification circuit is connected to the secondary coil of the transformer, and the other end of the rectification circuit is connected to the high-voltage battery.

[0009] In the above technical solution, the conversion sub-unit and the DC conversion unit share a transformer and a rectification circuit to realize the connection with the high-voltage battery, without setting an additional transformer and an "H" bridge rectification circuit to match the DC conversion unit, reducing the electronic and electrical components, so as to further improve the high integration of the hardware circuit and further save the manufacturing cost.

[0010] Combined with the first aspect and the above implementation manners, in some possible implementation manners, the power conversion module further includes a high-voltage filtering unit and a motor control unit; one end of the high-voltage filtering unit is connected to the second end of the isolation rectification unit, and the other end of the high-voltage filtering unit is connected to the high-voltage battery; the motor control unit is connected to one end of the high-voltage filtering unit and the second end of the isolation rectification unit, and the other end of the motor control unit is connected to the motor.

[0011] In the above technical solution, the isolation rectification unit and the DC conversion unit share the high-voltage filtering unit and the high-voltage acquisition signal with the motor control unit, reducing the electronic and electrical components, so as to further improve the high integration of the hardware circuit and further save the manufacturing cost.

[0012] Combined with the first aspect and the above implementation manners, in some possible implementation manners, the power conversion module further includes a processing unit, and the processing unit is connected to the on-vehicle charging unit, the isolation rectification unit, the DC conversion unit, the motor control unit, and the multi-core control chip.

[0013] In the above technical solution, the multi-core control chip can control the on-vehicle charging unit, the isolation rectification unit, the DC conversion unit, and the motor control unit through the processing unit, for example, realize the control of functions such as driving, monitoring, acquisition, isolation, and protection of the on-vehicle charging unit, the isolation rectification unit, the DC conversion unit, and the motor control unit, so as to further improve the high integration of the software.

[0014] Combined with the first aspect and the above implementation manners, in some possible implementation manners, the multi-core control chip includes multiple cores, and the multiple cores are respectively connected to the power conversion module, the vehicle control module, and the battery management module in one-to-one correspondence; wherein, at least one of the multiple cores is a lockstep core.

[0015] In the above technical solution, the multi-core control chip includes multiple cores to convert the bus communication between modules / units into the inter-core communication inside the multi-core control chip, thereby improving the communication real-time performance. Moreover, by setting the core as a lockstep core, the communication reliability between the module / unit and the multi-core control chip can be improved.

[0016] Combined with the first aspect and the above implementation manners, in some possible implementation manners, the vehicle control module includes an analog conditioning unit, a digital input / output (DI / O) conditioning unit, and a driving unit; the analog conditioning unit is connected to the multi-core control chip, and the analog conditioning unit is used to access analog signals and send the analog signals to the multi-core control chip; the DI / O conditioning unit is connected to the multi-core control chip, and the DI / O conditioning unit is used to access digital input / output signals and send the digital input / output signals to the multi-core control chip; the driving unit is connected to the multi-core control chip, and the multi-core control chip is used to control the driving unit according to the analog signals and the digital input / output signals.

[0017] In the above technical solution, the analog signals and switch signals of the vehicle control module are processed by a multi-core control chip, that is, the bus communication between different units in the vehicle control module is transformed into inter-core communication within the multi-core control chip, reducing the time delay of signal hopping transmission between multiple nodes, improving the communication real-time performance, having a relatively fast data processing speed, and reducing the number of cables and connectors at the same time. Moreover, the multi-core control chip can process analog signals and switch signals simultaneously, enhancing the concurrency and efficiency of data processing.

[0018] Combined with the first aspect and the above implementation manners, in some possible implementation manners, the battery management module includes multiple analog front-end units, the multiple analog front-end units are connected to the high-voltage battery, and the analog front-end unit is used to monitor and manage the battery state of the high-voltage battery; wherein, the battery state at least includes battery voltage, temperature, and remaining capacity.

[0019] In the above technical solution, the analog front-end unit can measure parameters such as the voltage and temperature of the high-voltage battery in real time to correspondingly estimate the remaining capacity of the high-voltage battery, and control the charging and discharging cycles according to the remaining capacity of the high-voltage battery, that is, multiple analog front-end units can achieve balanced control of the high-voltage battery to ensure that the state of the high-voltage battery can be kept uniform. At the same time, the analog front-end unit can detect abnormal information of the high-voltage battery, such as overcharging, over-discharging, over-temperature, etc., and issue an abnormal alarm and protection when detecting the abnormal information to improve the use safety of the high-voltage battery. In this way, through multiple analog front-end units, the battery management module can comprehensively and accurately monitor and manage the battery state of the high-voltage battery.

[0020] Combined with the first aspect and the above implementation manners, in some possible implementation manners, the battery management module further includes a communication unit, and the communication unit is connected to the multi-core control chip and multiple analog front-end units.

[0021] In a second aspect, an embodiment of the present application provides a vehicle, including the multi-in-one power control system according to any one of the optional manners of the first aspect. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] Figure 1 is a schematic diagram of the module structure of a multi-in-one power control system provided by an embodiment of the present application;

[0023] Figure 2 is a schematic diagram of the module structure of another multi-in-one power control system provided by an embodiment of the present application;

[0024] Figure 3 is a schematic diagram of the module structure of an on-vehicle charging unit provided by an embodiment of the present application;

[0025] Figure 4It is a schematic circuit diagram of a multi-in-one power control system provided by an embodiment of the present application;

[0026] Figure 5 It is a schematic circuit diagram of another multi-in-one power control system provided by an embodiment of the present application;

[0027] Figure 6 It is a schematic circuit diagram of yet another multi-in-one power control system provided by an embodiment of the present application;

[0028] Figure 7 It is a schematic module diagram of yet another multi-in-one power control system provided by an embodiment of the present application;

[0029] Figure 8 It is a schematic module diagram of still another multi-in-one power control system provided by an embodiment of the present application;

[0030] Figure 9 It is a schematic module diagram of still another multi-in-one power control system provided by an embodiment of the present application;

[0031] Figure 10 It is a schematic module diagram of still another multi-in-one power control system provided by an embodiment of the present application;

[0032] Figure 11 It is a schematic module diagram of still another multi-in-one power control system provided by an embodiment of the present application.

[0033] Among them, each reference numeral in the figure:

[0034] 1. Multi-in-one power control system; 11. Multi-core control chip; 111. Core; 12. Power conversion module; 121. On-vehicle charging unit; 1211. Filtering sub-unit; 1212. Pre-charging sub-unit; 1213. Rectifying sub-unit; 1214. Conversion sub-unit; 122. Isolation rectification unit; 1221. Rectifying circuit; 123. DC conversion unit; 124. High-voltage filtering unit; 125. Motor control unit; 1251. Switching unit; 126. Processing unit; 13. Vehicle control module; 131. Analog quantity conditioning unit; 132. Digital quantity conditioning unit; 133. Driving unit; 14. Battery management module; 141. Analog front-end unit; 142. Communication unit; 15. Functional safety module; 2. High-voltage battery; 21. Battery pack; 3. Low-voltage battery; 4. Motor;

[0035] I. External AC power supply; C1, first capacitor; C2, second capacitor; C3, third capacitor; C4, fourth capacitor; C5, fifth capacitor; C6, sixth capacitor; C7, seventh capacitor; C8, eighth capacitor; C9, ninth capacitor; C10, tenth capacitor; C eleven, ninth capacitor; L1, first inductor; L2, first magnetic component; L3, second magnetic component; L4, second inductor; L5, third inductor; L6, third magnetic component; L7, fourth inductor; L8, fourth magnetic component; K, switch; R, resistor; T, transformer. Detailed implementation

[0036] The technical solutions in the present application will be clearly and elaborately described below with reference to the accompanying drawings. Among them, in the description of the embodiments of the present application, unless otherwise specified, " / " means "or". For example, A / B can represent A or B: "and / or" in the text is only a description of the association relationship between associated objects, indicating that there can be three relationships. For example, A and / or B can represent: A exists alone, A and B exist simultaneously, and B exists alone. In addition, in the description of the embodiments of the present application, "a plurality of" means two or more than two.

[0037] Hereinafter, the terms "first" and "second" are only used for descriptive purposes and cannot be construed as implying or suggesting relative importance or implicitly indicating the quantity of the indicated technical features. Thus, features defined with "first" and "second" may explicitly or implicitly include one or more of such features.

[0038] Currently, new energy vehicles have replaced internal combustion engine vehicles and are widely used in various scenarios. Compared with internal combustion engine vehicles, new energy vehicles have higher intelligence, less noise during driving, higher energy efficiency conversion rate, and lower maintenance cost. Therefore, more and more people start to use new energy vehicles as means of transportation for travel. New energy vehicles usually have two sets of electrical systems, high-voltage and low-voltage. Among them, a high-voltage battery (such as a power battery) is provided in the high-voltage electrical system. The high-voltage battery is used to supply power to high-power electrical equipment (such as a motor) in the vehicle to drive the vehicle to maintain normal driving. At the same time, the power battery will also charge the low-voltage battery in the vehicle under the control of the vehicle controller, and the charging voltage is usually about several hundred volts. The low-voltage electrical system is used for signal transmission and control. For example, the low-voltage electrical system can transmit and control signals in the motor controller, vehicle controller, battery management system, on-board charger, DC converter, etc. in the electric control system. And a low-voltage battery (such as a 12V storage battery) is provided in the low-voltage electrical system, and the storage battery is used to supply power to the motor controller, vehicle controller, battery management system, on-board charger, DC converter, etc.

[0039] In the related art, components of the electronic control system such as motor controllers, vehicle controllers, battery management systems, on-vehicle chargers, and DC converters are usually arranged in a vehicle in the form of discrete parts, or some ECUs among the motor controller, vehicle controller, battery management system, on-vehicle charger, and DC converter are physically integrated and arranged in the vehicle in an integrated manner. However, whether in the form of discrete parts or in an integrated manner, there are problems such as a large number of components, scattered assembly, a large volume occupied by the electronic control system, and poor communication real-time performance.

[0040] At the same time, there may be other problems with the above-mentioned electronic control system components. On the one hand, there are overlapping parts in the circuit functions of the motor controller, vehicle controller, battery management system, on-vehicle charger, and DC converter, etc. For example, each electronic control system component is provided with a corresponding control chip and electronic and electrical components, resulting in a large number of control chips and other electronic and electrical components in the electronic control system, leading to a high manufacturing cost. On the other hand, the motor controller, vehicle controller, battery management system, on-vehicle charger, and DC converter and other ECUs are all equipped with their own independent high-voltage and low-voltage connectors, further increasing the manufacturing cost and making the assembly complex. On the other hand, there are many wires, heavy weight, and high cost in the high-voltage and low-voltage electrical systems, resulting in difficult cabin layout in the vehicle and prone to electromagnetic compatibility (EMC) problems, that is, the high-voltage and low-voltage electrical systems may generate electromagnetic radiation or be sensitive to external electromagnetic interference during operation, thus causing EMC problems. On the other hand, the motor controller, on-vehicle charger, and DC converter and other ECUs are all provided with their own independent housings, water-cooling pipe interfaces, internal cooling water channels, and corresponding sealed housing structures. Thus, the high-voltage and low-voltage electrical systems in the related art have problems such as a large overall occupied volume and weight, high cost, scattered and complex assembly, and poor communication real-time performance.

[0041] Therefore, the embodiments of the present application provide a multi-in-one power control system and a vehicle. The multi-in-one power control system transmits, processes, and manages signals of multiple different modules through a multi-core control chip to achieve a high degree of integration of hardware circuits and software, and the multi-core control chip uniformly schedules and manages data exchange of different modules, reducing the time delay of signal hopping transmission between multiple nodes and improving communication real-time performance.

[0042] The multi-in-one power control system and vehicle provided by the embodiments of the present application are introduced exemplarily below with reference to the accompanying drawings.

[0043] The embodiments of the present application provide a vehicle, in which a multi-in-one power control system is provided, such as Figure 1As shown in the figure, the integrated power control system 1 provided by the present application may include a multi-core control chip 11, a power conversion module 12, a vehicle control module 13, and a battery management module 14. The power conversion module 12 is connected to the multi-core control chip 11, the vehicle control module 13 is connected to the multi-core control chip 11, and the battery management module 14 is connected to the multi-core control chip 11. In this example, the power conversion module 12, the vehicle control module 13, and the battery management module 14 will send corresponding signals to the multi-core control chip 11. The multi-core control chip 11 processes these signals and controls and integrally manages the power conversion module 12, the vehicle control module 13, and the battery management module 14 based on these signals.

[0044] In this way, the power conversion module 12, the vehicle control module 13, and the battery management module 14 provided by the present application are all connected to the same multi-core control chip 11. That is, through a multi-core control chip 11, the transmission, processing, and management of signals of the power conversion module 12, the vehicle control module 13, and the battery management module 14 are realized, so as to achieve a high degree of integration of hardware circuits and software. Moreover, there is no need to set a control chip for each module, reducing the number of control chips set, thereby reducing the occupied volume of the integrated power control system 1 in the vehicle, enabling the integrated power control system 1 to meet the development of lightweight, saving a certain amount of manufacturing cost. Secondly, the signals of the power conversion module 12, the vehicle control module 13, and the battery management module 14 are all sent to the same multi-core control chip 11. At this time, the multi-core control chip 11, as the "central processing unit", can uniformly schedule and manage the data exchange of different modules (i.e., the power conversion module 12, the vehicle control module 13, and the battery management module 14), that is, convert the bus communication between modules into the inter-core communication inside the multi-core control chip 11, reducing the time delay of signal jumping transmission between multiple nodes, so as to improve the communication real-time performance, and the data processing speed is relatively fast. At the same time, the number of cables and connectors is reduced, and the power consumption of the low-voltage battery 3 is reduced. Moreover, the multi-core control chip 11 can process the signals of multiple modules simultaneously, improving the concurrency and efficiency of data processing.

[0045] The power conversion module 12 is used for charging the vehicle and power conversion. In one example, such as Figure 2As shown, the power conversion module 12 includes an on-vehicle charging unit 121, an isolation rectification unit 122, and a DC conversion unit 123. One end of the on-vehicle charging unit 121 is connected to an external AC power supply I, the first end of the isolation rectification unit 122 is connected to the other end of the on-vehicle charging unit 121, the second end of the isolation rectification unit 122 is connected to the high-voltage battery 2, one end of the DC conversion unit 123 is connected to the low-voltage battery 3, and the other end of the DC conversion unit 123 is connected to the third end of the isolation rectification unit 122. Moreover, the on-vehicle charging unit 121, the isolation rectification unit 122, and the DC conversion unit 123 are all connected to the multi-core control chip 11 (not shown in the figure).

[0046] Among them, the main function of the on-vehicle charging unit 121 is to convert the alternating current (AC) provided by the external AC power supply I into direct current (DC) for charging the high-voltage battery 2 of the vehicle. Specifically, when it is necessary to charge the high-voltage battery 2, the vehicle is connected to the external AC power supply I (such as a charging pile), the on-vehicle charging unit 121 converts the alternating current into direct current, and then adjusts the charging voltage and current according to the instructions of the multi-core control chip 11 to charge the high-voltage battery 2 safely and efficiently.

[0047] In one example, as Figure 3 shown, the on-vehicle charging unit 121 may include a filtering sub-unit 1211, a pre-charging sub-unit 1212, a first inductor L1, a rectifying sub-unit 1213, and a first capacitor C1. The filtering sub-unit 1211 is connected to the external AC power supply I, the other end of the filtering sub-unit 1211 is connected to one end of the pre-charging sub-unit 1212, the other end of the pre-charging sub-unit 1212 is connected to one end of the first inductor L1, the other end of the first inductor L1 is connected to one end of the rectifying sub-unit 1213, and the other end of the rectifying sub-unit 1213 is connected to the first capacitor C1.

[0048] It should be noted that the external AC power supply I is usually a high-voltage power grid, and the alternating current provided by the high-voltage power grid may carry various electromagnetic interferences, which may affect other sensitive electronic devices inside the vehicle (such as navigation, communication systems, etc.), thereby affecting the reliability of the use of these sensitive electronic devices. Therefore, when it is necessary to charge the high-voltage battery 2 through the on-vehicle charging unit 121, the alternating current provided by the external AC power supply I is connected to the filtering sub-unit 1211, and the filtering sub-unit 1211 filters the alternating current to filter and suppress these electromagnetic interferences, so as to ensure the normal use of other sensitive electronic devices inside the vehicle.

[0049] Exemplarily, as Figure 3As shown, the filtering sub-unit 1211 includes a second capacitor C2, a first magnetic component L2, a third capacitor C3, a second magnetic component L3, and a fourth capacitor C4. The first electrode plate of the second capacitor C2 is connected to the first end of the external AC power supply I and the first end of the first magnetic component L2. The second electrode plate of the second capacitor C2 is connected to the second end of the external AC power supply I and the second end of the first magnetic component L2. The first electrode plate of the third capacitor C3 is connected to the third end of the first magnetic component L2 and the first end of the second magnetic component L3. The second electrode plate of the third capacitor C3 is connected to the fourth end of the first magnetic component L2 and the second end of the second magnetic component L3. The third end of the second magnetic component L3 is connected to the first electrode plate of the fourth capacitor C4 and one end of the pre-charging sub-unit 1212. The fourth end of the second magnetic component L3 is connected to the second electrode plate of the fourth capacitor C4. The first magnetic component L2 and the second magnetic component L3 are respectively connected to the ground terminal through two capacitors. The alternating current provided by the external AC power supply I will be filtered in sequence through the second capacitor C2, the first magnetic component L2, the third capacitor C3, the second magnetic component L3, and the fourth capacitor C4, so as to avoid the problem that the electromagnetic interference in the alternating current affects the normal use of other sensitive electronic devices inside the vehicle, thereby ensuring the use reliability of other sensitive electronic devices inside the vehicle.

[0050] The first capacitor C1 is a bus capacitor. When the vehicle is not connected to the external AC power supply I, there is no current and the voltage at both ends of the bus capacitor is zero. When the vehicle is connected to the external AC power supply I, in order to avoid the high-voltage power grid directly charging the bus capacitor, resulting in the bus capacitor being burned out or even tripping, the pre-charging sub-unit 1212 provided in this application can pre-charge the bus capacitor. Exemplarily, as Figure 4 shown, the pre-charging sub-unit 1212 may include a switch K and a resistor R. The first end of the switch K is connected to one end of the resistor R and the first electrode plate of the fourth capacitor C4. The second end of the switch K is connected to the other end of the resistor R and the first inductor L1. The controlled end of the switch K is connected to the multi-core control chip 11 (not shown in the figure), and, usually, a current source is provided between the other end of the resistor R and the first inductor L1.

[0051] In this example, when the vehicle is connected to the external AC power supply I, the multi-core control chip 11 will first control the switch K to turn off. At this time, after the alternating current provided by the external AC power supply I is filtered by the filtering sub-unit 1211, it will flow through the resistor R to the first inductor L1 and the first capacitor C1. At this time, the alternating current passes through the resistor R for pre-charging and current limiting and then flows to the first capacitor C1. After the pre-charging is completed, the multi-core control chip 11 will first control the switch K to turn on. At this time, the resistor R is short-circuited, and the alternating current output by the filtering sub-unit 1211 will flow through the switch K to the first inductor L1 and the first capacitor C1. In this way, by setting the pre-charging sub-unit 1212, the safety after the vehicle is connected to the external AC power supply I can be improved to ensure the operation reliability of the in-vehicle charging unit 121.

[0052] As Figure 4 shown, the rectifier sub-unit 1213 is an "H" bridge rectifier circuit. The "H" bridge rectifier circuit includes four switches, and the four switches are arranged in an "H" shape. The controlled end of each switch is connected to the multi-core control chip 11. The multi-core control chip 11 controls the on and off of these switches to convert the alternating current into direct current and output it to the high-voltage battery 2. Optionally, the switches in the rectifier sub-unit 1213 can be N-type metal oxide semiconductor (N-MOS) field effect transistors, P-type metal oxide semiconductor (P-MOS) field effect transistors, insulated gate bipolar transistors (IGBTs), triodes, relay circuits or other devices or circuits that can achieve on-off functions. In this regard, the present application does not make specific limitations. The rectifier sub-unit 1213 can also adopt other circuit structures that can convert alternating current into direct current. In this regard, the present application does not make specific limitations.

[0053] In this way, when it is necessary to charge the high-voltage battery 2 through the in-vehicle charging unit 121, the alternating current provided by the external AC power supply I will sequentially pass through the filtering sub-unit 1211, the pre-charging sub-unit 1212, and the rectifier sub-unit 1213. The alternating current provided by the external AC power supply I will first be connected to the filtering sub-unit 1211, and the filtering sub-unit 1211 will perform filtering processing on the alternating current to filter and suppress these electromagnetic interferences, so as to ensure the normal use of other sensitive electronic devices inside the vehicle. The filtering sub-unit 1211 will output the filtered alternating current to the pre-charging sub-unit 1212. By setting the pre-charging sub-unit 1212, the safety after the vehicle is connected to the external AC power supply I can be improved to ensure the operation reliability of the in-vehicle charging unit 121. After the pre-charging is completed, the pre-charging sub-unit 1212 will supply the alternating current to the rectifier sub-unit 1213, and the rectifier sub-unit 1213 will convert the alternating current into direct current and output it to the high-voltage battery 2.

[0054] The voltage provided by the external AC power supply I does not exactly match the ideal charging voltage of the high-voltage battery 2. In order to make the direct current converted by the commutator unit 1213 adaptable to the high-voltage battery 2, in one example, as Figure 4 shown, the on-vehicle charging unit 121 further includes a conversion subunit 1214. The isolation rectification unit 122 includes a transformer T and a rectification circuit 1221. The primary coil of the transformer T is connected to the other end of the on-vehicle charging unit 121 (i.e., the conversion subunit 1214), one end of the rectification circuit 1221 is connected to the secondary coil of the transformer T, and the other end of the rectification circuit 1221 is connected to the high-voltage battery 2. In this example, the conversion subunit 1214 and the rectification circuit 1221 form a DC-to-DC voltage regulation unit, that is, the direct current converted by the commutator unit 1213 can be voltage-regulated through the conversion subunit 1214 and the rectification circuit 1221, so that the direct current finally output by the rectification circuit 1221 to the high-voltage battery 2 can be applicable to the high-voltage battery 2, avoiding the problems of overcharging or undercharging caused by the voltage provided by the external AC power supply I, and ensuring the charging reliability of the high-voltage battery 2.

[0055] Optionally, the conversion subunit 1214 and the rectification circuit 1221 can be an "H" bridge rectification circuit. The switches in the "H" bridge rectification circuit are all connected to the multi-core control chip 11, that is, the multi-core control chip 11 can adjust the voltage output to the high-voltage battery 2 by controlling the conduction and cutoff of these switches. Optionally, the switches in the conversion subunit 1214 and the rectification circuit 1221 can be NMOS field effect transistors, PMOS field effect transistors, IGBTs, triodes, relay circuits or other devices or circuits that can achieve on-off functions. The conversion subunit 1214 and the rectification circuit 1221 can also adopt other circuit structures that can perform DC-DC voltage regulation. In this regard, the present application does not make specific limitations.

[0056] In one example, the power conversion module 12 further includes a voltage regulation unit. The voltage regulation unit can be an LLC Resonant Converter. Exemplarily, as Figure 4 shown, the voltage regulation unit can include a second inductor L4, a fifth capacitor C5, a third inductor L5 and a sixth capacitor C6. The second inductor L4 and the fifth capacitor C5 are respectively connected in series between the conversion subunit 1214 and the primary coil of the transformer T, and the third inductor L5 and the sixth capacitor C6 are respectively connected in series between the secondary coil of the transformer T and the rectification circuit 1221. By adjusting the resonant frequency or duty cycle through the second inductor L4, the fifth capacitor C5, the third inductor L5 and the sixth capacitor C6, the output voltage output to the high-voltage battery 2 can be effectively regulated to improve the charging reliability.

[0057] In order to reduce electronic and electrical components and further improve integration, in one example, as Figure 4 shown, the primary coil of the transformer T is connected to the other end of the on-vehicle charging unit 121 and the other end of the DC conversion unit 123. In this way, the conversion sub-unit 1214 and the DC conversion unit 123 share a transformer T and a rectifier circuit 1221 to achieve connection with the high-voltage battery 2, without the need to set up an additional transformer and an "H" bridge rectifier circuit to match the DC conversion unit 123, reducing the electronic and electrical components and further improving the high integration of the hardware circuit, and further saving the manufacturing cost.

[0058] In one example, as Figure 5 shown, the DC conversion unit 123 may include a seventh capacitor C7, a third magnetic component L6, an eighth capacitor C8, a fourth inductor L7, and a plurality of switches. The low-voltage battery 4 is connected to the primary coil of the transformer T through the seventh capacitor C7, the third magnetic component L6, the eighth capacitor C8, the fourth inductor L7, and the plurality of switches. Among them, the seventh capacitor C7, the third magnetic component L6, and the eighth capacitor C8 are used to filter the voltage output by the low-voltage battery 4. The controlled ends of the plurality of switches are connected to the multi-core control chip 11, and the multi-core control chip 11 can control the DC conversion unit 123 by controlling the on and off of these switches.

[0059] In one example, as Figure 6 shown, the power conversion module 12 further includes a high-voltage filtering unit 124 and a motor control unit 125. One end of the high-voltage filtering unit 124 is connected to the second end of the isolation rectification unit 122 (i.e., the rectifier circuit 1221 as Figure 6 shown), the other end of the high-voltage filtering unit 124 is connected to the high-voltage battery 2, the motor control unit 125 is connected to one end of the high-voltage filtering unit 124 and the second end of the isolation rectification unit 122 (i.e., the rectifier circuit 1221 as Figure 6 shown), and the other end of the motor control unit 125 is connected to the three-phase windings in the motor 4. In this example, the isolation rectification unit 122 and the DC conversion unit 123 share the high-voltage filtering unit 124 and the high-voltage acquisition signal with the motor control unit 125, reducing the electronic and electrical components and further improving the high integration of the hardware circuit, and further saving the manufacturing cost.

[0060] Optionally, as Figure 6As shown, the high-voltage filtering unit 124 may include a ninth capacitor C9, a fourth magnetic component L8, and a tenth capacitor C10. The rectifying circuit 1221, the first plate of the ninth capacitor C9, the first end of the fourth magnetic component L8, and the first plate of the tenth capacitor C10 are connected and connected to the high-voltage battery 2. The rectifying circuit 1221, the second plate of the ninth capacitor C9, the second end of the fourth magnetic component L8, and the second plate of the tenth capacitor C10 are connected and connected to the high-voltage battery 2. The high-voltage filtering unit 124 can filter the direct current output by the high-voltage filtering unit 124 to filter out high-frequency noise and the like in the direct current, thereby improving the operation stability of the power conversion module 12.

[0061] Optionally, as Figure 6 shown, the motor control unit 125 includes an eleventh capacitor C11 and multiple groups of switching units 1251 connected to the eleventh capacitor C111. The multiple groups of switching units 1251 are connected to the three-phase windings in the motor 4, and the controlled ends of the multiple groups of switching units 1251 are connected to the multi-core control chip 11. The eleventh capacitor C11 is an internal capacitor in the motor control unit 125.

[0062] In one example, in order to further achieve a high degree of software integration, as Figure 7 shown, the power conversion module 12 further includes a processing unit 126. The processing unit 126 is connected to the on-vehicle charging unit 121, the isolation rectifying unit 122, the DC conversion unit 123, the motor control unit 125, and the multi-core control chip 11. The multi-core control chip 11 can control the on-vehicle charging unit 121, the isolation rectifying unit 122, the DC conversion unit 123, and the motor control unit 125 through the processing unit 126. For example, it can control functions such as driving, monitoring, acquisition, isolation, and protection of the on-vehicle charging unit 121, the isolation rectifying unit 122, the DC conversion unit 123, and the motor control unit 125, thereby further improving the high degree of software integration.

[0063] In summary, in the power conversion module 12, the conversion subunit 1214 and the DC conversion unit 123 share a transformer T and a rectifier circuit 1221 to achieve connection with the high-voltage battery 2, eliminating the need to set up an additional transformer and an "H" bridge rectifier circuit to match the DC conversion unit 123, reducing the number of electronic and electrical components, further improving the high integration of the hardware circuit, and saving manufacturing costs. Secondly, the conversion unit 123 and the motor control unit 125 share a high-voltage filtering unit 124 and high-voltage acquisition signals, reducing the number of electronic and electrical components, further improving the high integration of the hardware circuit, and saving manufacturing costs. Moreover, the controlled terminals of the switches in the commutation subunit 1213, the conversion subunit 1214, the rectifier circuit 1221, the DC conversion unit 123, and the motor control unit 125 are all connected to the multi-core control chip 11. The multi-core control chip 11 can control the power conversion module 12 by controlling the on / off of these switches, thus achieving high integration of the software.

[0064] In one example, as Figure 8 shown, the vehicle control module 13 includes an analog conditioning unit 131, a digital input conditioning unit 132, and a drive unit 133. The analog conditioning unit 131 is connected to the multi-core control chip 11, the digital input conditioning unit 132 is connected to the multi-core control chip 11, and the drive unit 133 is connected to the multi-core control chip 11.

[0065] In this example, the analog conditioning unit 131 is used to access analog signals and send the analog signals to the multi-core control chip 11. The analog signals at least include the accelerator pedal opening, the brake pedal opening, the battery voltage signal, and other analog signals. The analog conditioning unit 131 processes these analog signals and sends them to the multi-core control chip 11, and the multi-core control chip 11 can further process these analog signals. The digital input conditioning unit 132 is used to access digital input signals and send the digital input signals to the multi-core control chip 11. The digital input signals at least include the key signal, the gear signal, the charging signal, and other signals. The digital input conditioning unit 132 processes these digital input signals and sends them to the multi-core control chip 11, and the multi-core control chip 11 can further process these digital input signals. The drive unit 133 is connected to the main relay, the air conditioner relay, the DCDC relay, and other relays in the vehicle. The multi-core control chip 11 controls the drive unit 133 according to the obtained analog signals and digital input signals, that is, the multi-core control chip 11 controls the opening and closing of the main relay, the air conditioner relay, the DCDC relay, and other relays in the vehicle through the drive unit 133 according to the processing results of the analog signals and digital input signals to control the working states of the corresponding loads.

[0066] In this way, the analog signals and switch signals of the vehicle control module 13 are processed by the multi-core control chip 11, that is, the bus communication between different units in the vehicle control module 13 is transformed into the inter-core communication inside the multi-core control chip 11, reducing the time delay of signal hopping transmission between multiple nodes, improving the communication real-time performance, having a relatively fast data processing speed, and simultaneously reducing the cables and connectors. Moreover, the multi-core control chip 11 can process analog signals and switch signals simultaneously, enhancing the concurrency and efficiency of data processing.

[0067] In one example, as Figure 9 shown, the battery management module 14 includes multiple analog front-end units (Analog Front-End, AFE) 141. The multiple analog front-end units 141 are connected to the high-voltage battery 2, and the analog front-end unit 141 is used to monitor and manage the battery state of the high-voltage battery 2. Among them, the battery state at least includes battery voltage, temperature, remaining capacity, etc. Here, it is worth noting that the high-voltage battery 2 usually includes multiple battery packs 21, and the multiple battery packs 21 can be configured with functions such as insurance and current detection. The multiple analog front-end units 141 are respectively connected to the multiple battery packs 21 in a one-to-one correspondence to monitor and manage the battery state of each battery pack 21.

[0068] In this example, the analog front-end unit 141 is used to digitize the signal. The analog front-end unit 141 can implement functions such as signal amplification, frequency conversion, modulation, demodulation, level adjustment and control, and mixing. In the battery management module 14, the analog front-end unit 141 can measure parameters such as the voltage and temperature of the battery pack 21 in real time to correspondingly estimate the remaining capacity of the battery pack 21, and control the charging and discharging cycles according to the remaining capacity of the battery pack 21. That is, the multiple analog front-end units 141 can achieve the balanced control of the battery pack 21 to ensure that the states of the battery packs 21 can be kept uniform. At the same time, the analog front-end unit 141 can detect the abnormal information of the battery pack 21, such as overcharging, over-discharging, over-temperature, etc., and issue an abnormal alarm and protection when detecting the abnormal information to improve the use safety of the battery pack 21. In this way, through the multiple analog front-end units 141, the battery management module 14 can comprehensively and accurately monitor and manage the battery state of the battery pack 21.

[0069] Optionally, each analog front-end unit 141 can include an acquisition subunit. The acquisition subunit can include an analog-to-digital converter, a reference source, and an analog switch. Through the acquisition subunit, parameters such as the voltage and temperature of the battery pack 21 can be measured to correspondingly estimate the remaining capacity of the battery pack 21.

[0070] Optionally, each analog front-end unit 141 may include a balancing switch, which is responsible for the balancing control of the battery pack 21 to ensure that each battery pack 21 remains relatively uniform during charging and discharging.

[0071] In one example, as Figure 10 shown, the battery management module 14 further includes a communication unit 142. The communication unit 142 is connected to the multi-core control chip 11 and multiple analog front-end units 141. The communication unit 142 can provide a data interaction interface between the multi-core control chip 11 and the analog front-end units 141 to achieve information intercommunication between the multi-core control chip 11 and the analog front-end units 141, and improve the communication reliability between the two. Here, it can be understood that the number of communication units 142 provided corresponds one-to-one with the number of analog front-end units 141 to achieve information intercommunication between each analog front-end unit 141 and the multi-core control chip 11.

[0072] Please refer to Figure 9 and Figure 10 , the low-voltage battery 3 is connected to the multi-core control chip 11 to provide power for the multi-core control chip 11, thereby ensuring the operation reliability of the multi-core control chip 11.

[0073] In one example, as Figure 11 shown, the multi-core control chip 11 may include multiple cores 111. The multiple cores 111 are respectively connected to the power conversion module 12, the vehicle control module 13, and the battery management module 14 in a one-to-one correspondence. Here, it is worth noting that the cores 111 of the multi-core control chip 11 can be correspondingly set according to the number of modules / units to be controlled. For example, assuming that the multi-core control chip 11 needs to control six modules / units including the vehicle control module 13, the battery management module 14, the on-vehicle charging unit 121, the DC conversion unit 123, the motor control unit 125, and the functional safety module 15, then as Figure 11 shown, the multi-core control chip 11 is provided with 6 cores 111. The 6 cores 111 are respectively connected to the vehicle control module 13, the battery management module 14, the on-vehicle charging unit 121, the DC conversion unit 123, the motor control unit 125, and the functional safety module 15 in a one-to-one correspondence to achieve signal transmission, converting the bus communication between the modules / units into inter-core communication inside the multi-core control chip 11 to improve communication real-time performance.

[0074] Among them, at least one of the multiple cores 111 is a lockstep core. Lockstep cores usually appear in pairs, that is, a lockstep core is composed of two cores 111, and the two cores 111 run synchronously with exactly the same instruction stream and data stream (i.e., "lockstep"). Exemplarily, taking Figure 11As shown, the core 111 communicatively connected to the vehicle control module 13, the battery management module 14, the motor control unit 125, and the functional safety module 15 can adopt a lockstep core to improve the communication reliability between the vehicle control module 13, the battery management module 14, the motor control unit 125, and the functional safety module 15 and the multi-core control chip 11. Here, it is worth noting that the specific setting method of the core 111 can be set according to actual needs. For example, assuming that cost savings in production are desired, the core 111 of the multi-core control chip 11 can adopt general-purpose cores; in order to improve the communication reliability between the module / unit and the multi-core control chip 11, the core 111 of the multi-core control chip 11 can adopt a lockstep core. Regarding this, the present application does not make specific restrictions.

[0075] In summary, the power conversion module 12, the vehicle control module 13, the battery management module 14, and other modules / units provided by the present application are all connected to the same multi-core control chip 11. That is, through a single multi-core control chip 11, the transmission, processing, and management of signals for different modules / units are realized, achieving a high degree of integration of hardware circuits and software. Moreover, there is no need to set a control chip for each module, reducing the number of control chips set, enabling the multi-in-one power control system 1 to meet the development trend of lightweighting and saving certain production costs. Secondly, the signals of different modules / units are all sent to the same multi-core control chip 11. At this time, the multi-core control chip 11, acting as a "central processing unit", can uniformly schedule and manage the data exchange of different modules / units, that is, transforming the bus communication between modules into inter-core communication within the multi-core control chip 11, reducing the time delay of signal hopping transmission between multiple nodes, improving communication real-time performance, with a relatively fast data processing speed. At the same time, the number of cables and connectors is reduced, lowering the power consumption of the low-voltage battery 3. Also, the multi-core control chip 11 can process the signals of multiple modules simultaneously, enhancing the concurrency and efficiency of data processing.

[0076] All the hardware modules / units in the multi-in-one power control system 1 provided by the present application are connected to the same multi-core control chip 11. To further reduce weight and production costs, in the multi-in-one power control system 1 provided by the present application, the multi-core control chip 11, the processing unit 126, the analog conditioning unit 131, the digital input / output conditioning unit 132, the driving unit 133, and the communication unit 142 can adopt the same housing, that is, through a single housing, the physical integration of the multi-core control chip 11, the processing unit 126, the analog conditioning unit 131, the digital input / output conditioning unit 132, the driving unit 133, and the communication unit 142 is realized, without the need to set independent housings for different units, further reducing the volume, weight, and production costs of the multi-in-one power control system 1, and simplifying the vehicle layout at the same time.

[0077] Through the description of the above embodiments, those skilled in the art can understand that for the convenience and brevity of description, only the division of the above functional modules is used as an example. In actual applications, the above functions can be allocated to different functional modules according to needs, that is, the internal structure of the device is divided into different functional modules to complete all or part of the functions described above.

[0078] In the embodiments provided in the present application, it should be understood that the disclosed device and method can be implemented in other ways. For example, the device embodiments described above are merely illustrative. For example, the division of modules or units is only a logical function division. In actual implementation, there may be other division methods. For example, multiple units or components can be combined or integrated into another device, or some features can be ignored or not executed. Another point is that the displayed or discussed coupling or direct coupling or communication connection between each other can be through some interfaces. The indirect coupling or communication connection of the device or unit can be in an electrical, mechanical or other form.

[0079] The above content is only the specific implementation manner of the present application, but the protection scope of the present application is not limited thereto. Any person skilled in the art within the technical scope disclosed in the present application can easily think of changes or substitutions, which should all be covered by the protection scope of the present application. Therefore, the protection scope of the present application should be subject to the protection scope of the claims.

Claims

1. An all-in-one power control system, characterized in that: The all-in-one power control system comprises: Multi-core control chip; A power conversion module, the power conversion module is connected to the multi-core control chip, and the power conversion module is used to charge the vehicle and convert power; A vehicle control module, the vehicle control module is connected to the multi-core control chip; and A battery management module is connected to the multi-core control chip.

2. The all-in-one power control system according to claim 1, characterized in that: The power conversion module comprises: An on-board charging unit, one end of which is connected to an external AC power source; an isolation rectifier unit, wherein a first end of the isolation rectifier unit is connected to the other end of the on-board charging unit, and a second end of the isolation rectifier unit is connected to a high-voltage battery; and A DC conversion unit, one end of which is connected to the low-voltage battery, and the other end of which is connected to the third end of the isolation rectifier unit; Wherein, the on-board charging unit, the isolation rectifying unit and the DC conversion unit are all connected to the multi-core control chip.

3. The all-in-one power control system according to claim 2, characterized in that: The isolation rectifier unit comprises: A transformer, wherein the primary coil of the transformer is connected to the other end of the on-board charging unit and the other end of the DC conversion unit; and A rectifier circuit, one end of which is connected to the secondary coil of the transformer, and the other end of which is connected to the high-voltage battery.

4. The all-in-one power control system according to claim 2, characterized in that: The power conversion module also includes: a high-voltage filter unit, one end of which is connected to the second end of the isolation rectifier unit, and the other end of which is connected to the high-voltage battery; and A motor control unit is connected to one end of the high-voltage filter unit and the second end of the isolation rectifier unit, and the other end of the motor control unit is connected to the motor.

5. The all-in-one power control system according to claim 4, characterized in that: The power conversion module also includes: A processing unit is connected to the on-board charging unit, the isolation rectifier unit, the DC conversion unit, the motor control unit and the multi-core control chip.

6. The all-in-one power control system according to claim 1, characterized in that: The multi-core control chip includes multiple cores, and the multiple cores are respectively connected to the power conversion module, the vehicle control module and the battery management module in a one-to-one correspondence; Among them, at least one of the multiple cores is a lockstep core.

7. The all-in-one power control system according to any one of claims 1 to 6, characterized in that: The vehicle control module comprises: An analog quantity conditioning unit, the analog quantity conditioning unit is connected to the multi-core control chip, and the analog quantity conditioning unit is used to access an analog signal and send the analog signal to the multi-core control chip; a switch quantity conditioning unit, the switch quantity conditioning unit being connected to the multi-core control chip, the switch quantity conditioning unit being used to access a switch signal and send the switch signal to the multi-core control chip; and, A driving unit is connected to the multi-core control chip, and the multi-core control chip is used to control the driving unit according to the analog signal and the switch signal.

8. The all-in-one power control system according to claim 7, characterized in that: The battery management module comprises: A plurality of analog front end units, wherein the plurality of analog front end units are connected to a high voltage battery, and the analog front end units are used to monitor and manage the battery status of the high voltage battery; The battery status includes at least battery voltage, temperature, and remaining capacity.

9. The all-in-one power control system according to claim 8, characterized in that: The battery management module also includes: A communication unit is connected to the multi-core control chip and the plurality of analog front-end units.

10. A vehicle, characterized in that: The vehicle comprises an all-in-one power control system as described in any one of claims 1-9.

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