Electric vehicle and high-voltage control box thereof

Abstract

The utility model discloses an electric vehicle and a high-voltage control box thereof.The electric vehicle comprises a vehicle body, a walking system and a power system, and a high-voltage circuit and a battery management circuit in the high-voltage control box are arranged on the two sides of a shell correspondingly, so that the high-voltage circuit and the battery management circuit can be integrated correspondingly. The high-voltage circuit is electrically connected with the power battery module through the copper bars, at least part of electrical elements in the high-voltage circuit are electrically connected through the copper bars, wire harnesses in the high-voltage control box are reduced, and wiring in the high-voltage control box is simple. Therefore, according to the embodiment of the invention, devices in the high-voltage control box are high in integration level, simple in wiring and high in space utilization rate, so that the size of the high-voltage control box can be reduced, and miniaturization and light weight of the high-voltage control box are realized.

Description

Technical Field

[0001] The present application relates to the technical field of electric vehicles, and in particular to an electric vehicle and a high-voltage control box thereof. Background Art

[0002] The high-voltage control box in an electric vehicle is a management unit for the battery pack, which is used to control the charging and discharging of the battery pack. It is responsible for collecting information such as voltage, current, and temperature within the battery pack. It can realize functions such as high-voltage sampling, low-voltage control, and overload protection of the battery, and can protect and monitor the normal and stable operation of the high-voltage system. In the high-voltage control box in the prior art, the components of the high-voltage charge and discharge circuit board are connected through a wiring harness, and the BMS control board is connected to the high-voltage charge and discharge circuit board through a wiring harness to control and monitor the high-voltage charge and discharge circuit, resulting in complex wiring and assembly of the internal components, high assembly requirements and assembly costs, and high difficulty in after-sales maintenance. In addition, the internal device integration of the high-voltage control box is low, and the space utilization rate is low, resulting in a large volume of the high-voltage control box, which is not conducive to the miniaturization and lightweighting of the high-voltage control box. Therefore, a large space needs to be reserved in the electric vehicle to install the high-voltage control box. Utility Model Content

[0003] In view of this, the present application provides an electric vehicle and a high-voltage control box thereof to solve at least one of the above-mentioned technical problems.

[0004] The technical solution of this application is as follows:

[0005] The present application provides an electric vehicle, comprising: a vehicle body, comprising a frame and a body covering, wherein the body covering at least partially covers the frame; a traveling system, arranged under the vehicle frame; a power system, wherein the power system comprises a motor, a power battery module and a high-voltage control box, wherein the high-voltage control box is connected to the power battery module, and the high-voltage control box is at least used to output the electric energy of the power battery module to the motor, so that the motor provides driving force for the traveling system; the high-voltage control box comprises: a shell; a high-voltage circuit, wherein the high-voltage circuit is arranged on one side of the shell, and the high-voltage circuit is electrically connected to the power battery module through a copper busbar, and at least some electrical components in the high-voltage circuit are electrically connected through the copper busbar; a battery management circuit, wherein the battery management circuit is arranged on the other side of the shell and is spaced apart from the high-voltage circuit, and the battery management circuit is used to collect information of the power battery module and the high-voltage circuit to monitor and protect the power battery module and the high-voltage circuit.

[0006] In a possible implementation, the high-voltage control box further includes a circuit board, the electrical components of the high-voltage circuit are plugged into one side of the circuit board, and the battery management circuit is integrated into the other side of the circuit board.

[0007] In a possible implementation, the battery management circuit is connected to some of the electrical components via printed wires on the circuit board to collect information about the high-voltage circuit.

[0008] In one possible embodiment, the high-voltage control box also includes a discharge port, which is used to output the electrical energy of the power battery module; the electrical components in the high-voltage circuit include a main fuse, a main positive relay, a main negative relay and a shunt; the first end of the main fuse is electrically connected to the positive terminal of the power battery module, the second end of the main fuse is electrically connected to the first end of the main positive relay, and the second end of the main positive relay is electrically connected to the positive terminal of the discharge port; the first end of the shunt is electrically connected to the negative terminal of the power battery module, the second end of the shunt is electrically connected to the first end of the main negative relay, and the second end of the main negative relay is electrically connected to the negative terminal of the discharge port; wherein the main fuse, the main positive relay and the main negative relay are plugged into the circuit board, and the main fuse is arranged adjacent to the main positive relay; the battery management circuit connects the main positive relay and the main negative relay through printed wires on the circuit board, and the battery management circuit is used to control the on and off of the main positive relay and the main negative relay.

[0009] In one possible embodiment, the electrical components further include a pre-charging resistor and a pre-charging relay, which are connected in series and electrically connected to both ends of the main positive relay; the pre-charging resistor and the pre-charging relay are plugged into the circuit board and arranged adjacent to each other; the battery management circuit is connected to the pre-charging relay through the printed wire, and the battery management circuit is used to control the on and off of the pre-charging relay.

[0010] In one possible embodiment, the high-voltage control box also includes a first charging port, which is used to charge the power battery module; the electrical components also include a charging positive relay, a charging negative relay and a first charging fuse; the first end of the charging positive relay is electrically connected to the second end of the main positive relay, the second end of the charging positive relay is electrically connected to the first end of the first charging fuse, and the second end of the first charging fuse is electrically connected to the positive end of the first charging port; the first end of the charging negative relay is electrically connected to the second end of the main negative relay, and the second end of the charging negative relay is electrically connected to the negative end of the first charging port; wherein, the charging positive relay is arranged adjacent to the main positive relay, and the charging negative relay is arranged adjacent to the main negative relay, and the charging positive relay and the charging negative relay are plugged into the circuit board; the battery management circuit connects the charging positive relay and the charging negative relay through the printed wire, and the battery management circuit is used to control the on and off of the charging positive relay and the charging negative relay.

[0011] In one possible embodiment, the high-voltage control box also includes a second charging port, which is used to charge the power battery module, and the charging power of the second charging port is less than the charging power of the first charging port; the electrical component also includes a second charging fuse, the first end of the second charging fuse is electrically connected to the second end of the main positive relay, the second end of the second charging fuse is electrically connected to the positive end of the second charging port, and the negative end of the second charging port is electrically connected to the second end of the main negative relay.

[0012] In one possible embodiment, the electrical component also includes a heating relay, wherein the first end of the heating relay is connected to the first end of the main positive relay, the second end of the heating relay is connected to a heating component provided in the power battery module, the second end of the heating component is connected to the second end of the main negative relay, and the heating component is used to heat the power battery module; wherein the heating relay is plugged into the circuit board; the battery management circuit is connected to the heating relay via the printed wire, and the battery management circuit is used to control the on and off of the heating relay.

[0013] In a possible implementation, at least some of the electrical components and the copper busbar are fixedly connected via fasteners.

[0014] The present application also provides a high-voltage control box for use in the aforementioned electric vehicle. The high-voltage control box includes a housing, a high-voltage circuit, and a battery management circuit. The high-voltage circuit is disposed on one side of the housing and is electrically connected to the power battery module via a copper busbar. The various electrical components in the high-voltage circuit are also electrically connected via the copper busbar. The battery management circuit is disposed on the other side of the housing and is spaced apart from the high-voltage circuit. The battery management circuit is used to collect information from the power battery module and the high-voltage circuit in order to monitor and protect them.

[0015] In the electric vehicle of the present application, by arranging the high-voltage circuit and the battery management circuit inside the high-voltage control box on both sides of the shell respectively, the high-voltage circuit and the battery management circuit can be integrated separately. In addition, the high-voltage circuit is electrically connected to the power battery module through a copper busbar, and at least some of the electrical components in the high-voltage circuit are also electrically connected through a copper busbar. The wiring harness inside the high-voltage control box is reduced, making the wiring inside the high-voltage control box simple. Therefore, the embodiment of the present application can make the device integration inside the high-voltage control box high, the wiring simple, and the space utilization high, thereby reducing the volume of the high-voltage control box, realizing the miniaturization and lightweight of the high-voltage control box, and thus saving the space reserved for the installation of the high-voltage control box in the electric vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] Figure 1 Schematic diagram of an electric vehicle provided in an embodiment of the present application.

[0017] Figure 2 It is a partial structural diagram of the power system provided in an embodiment of the present application.

[0018] Figure 3 It is a schematic diagram of the internal structure of the power system provided in an embodiment of the present application.

[0019] Figure 4 It is a structural diagram of the high-voltage control box provided in an embodiment of the present application.

[0020] Figure 5 It is a partial exploded diagram of the power system provided in an embodiment of the present application.

[0021] Figure 6 This is a schematic diagram of the internal structure of the high-voltage control box provided in an embodiment of the present application.

[0022] Figure 7 This is a schematic diagram of the circuit structure of the high-voltage circuit in the high-voltage control box provided in an embodiment of the present application. DETAILED DESCRIPTION

[0023] To make the purpose, technical solutions, and advantages of the embodiments of the present invention more clear, the technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, not all embodiments. Generally, the components of the embodiments of the present invention described and shown in the drawings herein can be arranged and designed in various different configurations.

[0024] Therefore, the following detailed description of the embodiments of the present invention provided in the accompanying drawings is not intended to limit the scope of the claimed invention, but rather merely represents selected embodiments of the present invention. All other embodiments derived by persons of ordinary skill in the art based on the embodiments of the present invention without creative effort are also within the scope of protection of the present invention.

[0025] It should be noted that similar reference numerals and letters denote similar items in the following drawings, and therefore, once an item is defined in one drawing, it does not require further definition or explanation in subsequent drawings.

[0026] The following embodiments of the present invention are described in detail with reference to the accompanying drawings. In the absence of conflict, the following embodiments and features in the embodiments may be combined with each other.

[0027] like Figure 1As shown, an embodiment of the present application provides an electric vehicle 100, which includes a vehicle body 10, a travel system 20, and a power system 30. The vehicle body 10 includes a frame 11 and a body cover 12. The frame 11 constitutes the basic framework of the electric vehicle 100. The body cover 12 is at least partially disposed on the frame 11. The body cover 12 is used to protect various parts and components inside the electric vehicle 100. The travel system 20 is disposed below the frame 11. The travel system 20 may include front wheels 21 and rear wheels 22. The travel system 20 is used to drive the electric vehicle 100 to move, wherein the front wheels 21 and rear wheels 22 rotate to drive the electric vehicle 100 to move. The power system 30 is used to provide driving force for the travel system 20, so that the travel system 20 drives the front wheels 21 and rear wheels 22 to rotate, thereby driving the electric vehicle 100 to move.

[0028] In the embodiment of the present application, the electric vehicle 100 may be any one of an electric two-wheeled vehicle, an electric three-wheeled vehicle, and an electric four-wheeled vehicle. Figure 1 The illustrated electric vehicle 100 is an electric two-wheeled vehicle.

[0029] like Figure 2 and Figure 3 The power system 30 includes a motor (not shown), a power supply box 300, a high voltage control box 31 and a power battery module 32 ( Figure 2 and Figure 3 Hidden power battery module 32).

[0030] The high-voltage control box 31 is connected to the power battery module, and the high-voltage control box 31 is used to output at least the electric energy of the power battery module 32 to the motor, so that the motor provides driving force for the traveling system 20 .

[0031] See also Figure 5 and Figure 6 The high-voltage control box 31 includes a housing 310 , a high-voltage circuit 311 and a battery management circuit 312 .

[0032] The high-voltage circuit 311 is disposed on one side of the housing 310 . The high-voltage circuit 311 is electrically connected to the power battery module 32 via a copper busbar, and at least some electrical components in the high-voltage circuit 311 are electrically connected via the copper busbar.

[0033] The battery management circuit 312 is arranged on the other side of the shell 310 and is separated from the high-voltage circuit 311. The battery management circuit 312 is used to collect information from the power battery module 32 and the high-voltage circuit 311 to monitor and protect the power battery module 32 and the high-voltage circuit 311.

[0034] In the embodiment of the present application, by arranging the high-voltage circuit 311 and the battery management circuit 312 inside the high-voltage control box 31 on both sides of the housing 310, respectively, the high-voltage circuit 311 and the battery management circuit 312 can be integrated. In addition, the high-voltage circuit 311 is electrically connected to the power battery module 32 via a copper busbar, and at least some of the electrical components in the high-voltage circuit 311 are also electrically connected via a copper busbar. The wiring harness inside the high-voltage control box 31 is reduced, making the wiring inside the high-voltage control box 31 simple. Therefore, the embodiment of the present application can make the device integration inside the high-voltage control box 31 high, the wiring simple, and the space utilization high, thereby reducing the volume of the high-voltage control box 31 and achieving miniaturization and lightweighting of the high-voltage control box 31. As a result, the space required for the electric vehicle to install the high-voltage control box can be saved.

[0035] It is understandable that if Figures 2 to 3 , shows a part of the power supply box 300 , in which the power battery module 32 and the high-voltage control box 31 are both arranged.

[0036] Please refer to Figure 6 In some embodiments, a circuit board 313 is further provided within the high-voltage control box 31. The electrical components of the high-voltage circuit 311 are plugged into one side of the circuit board 313, while the battery management circuit 312 is integrated onto the other side. In this way, the high-voltage circuit 311 and the battery management circuit 312 are integrated onto the same circuit board 313, which reduces the number of circuit boards within the high-voltage control box 31 and, in turn, the space occupied by the circuit board 313, further improving space utilization.

[0037] The battery management circuit 312 can be connected to some electrical components of the high-voltage circuit 311 via printed wires on the circuit board 313. This eliminates the need for a wiring harness to connect the battery management circuit 312 and the high-voltage circuit 311, further simplifying the wiring complexity within the high-voltage control box 31.

[0038] In some embodiments, the high-voltage control box 31 further includes a discharge port T, which is used to output electrical energy from the power battery module 32 .

[0039] It is understandable that electric vehicles also need to be charged, so the high-voltage control box 31 also includes a charging port, through which the power battery module 32 is charged.

[0040] In some embodiments, the charging port of the high-voltage control box 31 may include a first charging port P and a second charging port Q, wherein the charging power of the first charging port P is greater than the charging power of the second charging port Q, that is, the first charging port P is a fast charging port and the second charging port Q is a slow charging port.

[0041] like Figure 4 and Figure 5 As shown, Figure 4 shows a structural diagram of the high voltage control box 31, Figure 5 An exploded view of the high-voltage control box 31, including a portion of the power supply housing 300, is shown. The power system 30 may also include a discharge port 301, a first charge port 302, and a second charge port 303. The discharge port 301, the first charge port 302, and the second charge port 303 are disposed on the power supply housing 300. The discharge port 301 is electrically connected to the discharge port T of the high-voltage control box 31, the first charge port 302 is electrically connected to the first charge port P of the high-voltage control box 31, and the second charge port 303 is connected to the second charge port Q of the high-voltage control box 31.

[0042] It can be understood that the discharge port T, the first charging port P, and the second charging port Q of the high-voltage control box 31 are all extended from its housing 310 to be electrically connected to the discharge interface 301, the first charging interface 302, and the second charging interface 303 on the power box 300. The discharge interface 301 is used to plug in the discharge cable of the electric vehicle 100, and the first charging interface 302 and the second charging interface 303 are used to plug in the fast charging cable and slow charging cable of the electric vehicle 100, respectively.

[0043] Specifically, combined Figure 6 and Figure 7 , Figure 6 shows a schematic structural diagram of the circuit board 313, Figure 7 FIG. 3 shows a circuit structure principle diagram of the high voltage circuit 311 according to an embodiment of the present application.

[0044] like Figure 6 and Figure 7 As shown, the electrical components in the high-voltage circuit 311 include a main fuse FU1 and a main relay. The power battery module 32, the main fuse FU1, and the main relay are electrically connected to form a discharge circuit and are electrically connected to the discharge port T. In other words, the power battery module 32 outputs electrical energy to the discharge port T through the discharge circuit, and the discharge port T then provides the electrical energy to the power system of the electric vehicle 100, such as the motor controller, the vehicle controller, etc.

[0045] Furthermore, the electrical components in the high-voltage circuit 311 further include a shunt SP, and the main relay includes a main positive relay S1 and a main negative relay S2.

[0046] The first end of the main fuse FU1 is electrically connected to the positive end of the power battery module 32 through the first copper busbar C1, and the second end of the main fuse FU1 is electrically connected to the first end of the main positive relay S1 through the second copper busbar C2. The second end of the main positive relay S1 is electrically connected to the positive end of the discharge port T.

[0047] The first end of the shunt SP is electrically connected to the negative terminal of the power battery module 32 via the third copper busbar C3. The second end of the shunt SP is electrically connected to the first end of the main negative relay S2 via the fourth copper busbar C4. The second end of the main negative relay S2 is electrically connected to the negative terminal of the discharge port T. The main fuse FU1, the main positive relay S1, and the main negative relay S2 are plugged into the circuit board 313, with the main fuse FU1 positioned adjacent to the main positive relay S1.

[0048] Since the main fuse FU1 , the main positive relay S1 and the main negative relay S2 are plugged into the circuit board 313 , the main fuse FU1 , the main positive relay S1 and the main negative relay S2 can be assembled more easily, thus reducing assembly complexity.

[0049] by Figure 6 For example, the high-voltage circuit 311 is disposed on the left side of the circuit board 313 , and the battery management circuit 312 is integrated on the right side of the circuit board 313 .

[0050] Specifically, the main fuse FU1 is set at the lower left corner of the circuit board 313, the main positive relay S1 is set on the right side of the main fuse FU1, the shunt SP is set in the middle of the circuit board 313, and the main negative relay S2 is set on the upper side of the circuit board 313 and to the left of the shunt SP.

[0051] It is understood that the positive and negative terminals of the discharge port T may also be formed by copper bars, namely the discharge positive copper bar CI and the discharge negative copper bar CO. Thus, the second end of the main positive relay S1 is electrically connected to the discharge positive copper bar CI, and the second end of the main negative relay S2 is electrically connected to the discharge negative copper bar CO.

[0052] The discharge interface 301 is provided on the power supply housing 300. The discharge positive copper bar CI and the discharge negative copper bar CO can protrude toward the discharge interface 301 to form discharge positive and negative terminals (CI1 and CO1) that can be connected to the discharge interface 301. Of course, if there is a certain distance between the discharge interface 301 and the discharge positive copper bar CI and the discharge negative copper bar CO, the discharge interface 301 and the discharge positive copper bar CI and the discharge negative copper bar CO can also be connected via a discharge cable.

[0053] The battery management circuit 312 connects to the main positive relay S1 and the main negative relay S2 via printed wires on the circuit board 313 to control the on and off of the main positive relay S1 and the main negative relay S2. This eliminates the need for a wiring harness to connect the battery management circuit 312 to the main positive relay S1 and the main negative relay S2, thereby reducing the number of wiring harnesses within the high-voltage control box 31.

[0054] It can be understood that the driving terminals of the main positive relay S1 and the main negative relay S2 are plugged into the circuit board 313, and then the battery management circuit 312 can be directly connected to the driving terminals of the main positive relay S1 and the main negative relay S2 through printed wires.

[0055] Specifically, the circuit board 313 can be provided with multiple bases with card interfaces, and the drive terminals of the main positive relay S1 and the main negative relay S2 can be pluggably inserted into the card interfaces of the bases. Since the main positive relay S1 and the main negative relay S2 are pluggable, the automated assembly of the main positive relay S1 and the main negative relay S2 can be easily achieved. In addition, in the event of a fault, the main positive relay S1 and the main negative relay S2 can be easily repaired or replaced.

[0056] It is understood that the shunt SP is used to collect the current of the power battery module 32, and the collected current needs to be provided to the battery management circuit 312. Therefore, the shunt SP can be connected to the circuit board 313 via a current collection chip Ga. The current collection chip Ga is connected to the battery management circuit 312 via printed wires on the circuit board 313, and then the collected current is sent to the battery management circuit 312. The current collection chip Ga can also be plugged into the circuit board 313.

[0057] In some embodiments, in order to protect the high-voltage control box 31 and the electric vehicle 100, a pre-charging circuit can be set in the high-voltage control box 31. The pre-charging circuit is used to pre-charge the discharge port T before the main positive relay S1 is closed to prevent the main positive relay S1 from being directly closed, resulting in excessive voltage difference between the power battery module 32 and the device connected to the discharge port T, thereby causing damage to the device.

[0058] The pre-charge circuit includes a pre-charge resistor R1 and a pre-charge relay S3, which are connected in series and electrically connected to both ends of the main positive relay S1. The pre-charge resistor R1 and pre-charge relay S3 are plugged into the circuit board 313 and arranged adjacent to each other. This facilitates assembly of the pre-charge resistor R1 and pre-charge relay S3, further reducing assembly complexity.

[0059] The pre-charging resistor R1 and the pre-charging relay S3 may also be plugged into the circuit board 313. The plugging method of the pre-charging resistor R1 and the pre-charging relay S3 may be the same as the plugging method of the main positive relay S1 and the main negative relay S2.

[0060] It can be understood that the pre-charging resistor R1 and the pre-charging relay S3 can be electrically connected not through a copper busbar, but through the printed wires of the circuit board 313. The drive terminal and two connecting terminals of the pre-charging relay S3 can be plugged into the circuit board 313. In this way, the connecting terminal of the pre-charging relay S3 is connected to the pre-charging resistor R1 through the printed wires of the circuit board 313, and the drive terminal of the pre-charging relay S3 is also connected to the battery management circuit 312 through the printed wires of the circuit board 313. In addition, the two connecting terminals of the pre-charging relay S3 can be connected to the two ends of the main positive relay S1 through printed wires and then through two connecting copper buses.

[0061] Specifically, if Figure 7 As shown, the first end of the pre-charging relay S3 is electrically connected between the second end of the main fuse FU1 and the second end of the main positive relay S1, the second end of the pre-charging relay S3 is electrically connected to the first end of the pre-charging resistor R1, and the second end of the pre-charging resistor R1 is electrically connected between the second end of the main positive relay S1 and the positive pole of the discharge port T.

[0062] Please refer to Figure 6 The pre-charging resistor R1 is arranged at the upper left corner of the circuit board 313, and the pre-charging relay S3 is arranged on the right side of the pre-charging resistor R1.

[0063] Please refer to Figure 6 and Figure 7 The electrical components in the high-voltage circuit 311 may also include a positive charging relay S4, a negative charging relay S5, and a first charging fuse FU2. The first end of the positive charging relay S4 is electrically connected to the second end of the main positive relay S1 (also known as the positive discharge copper bar CI). The second end of the positive charging relay S4 is electrically connected to the first end of the first charging fuse FU2 via a fifth copper bar C5. The second end of the first charging fuse FU2 is electrically connected to the positive terminal of the first charging port P. The first end of the negative charging relay S5 is electrically connected to the second end of the main negative relay S2, and the second end of the negative charging relay S5 is electrically connected to the negative terminal of the first charging port P. The positive charging relay S4 is positioned adjacent to the main positive relay S1, and the negative charging relay S5 is positioned adjacent to the main negative relay S2. Both the positive charging relay S4 and the negative charging relay S5 are also plugged into the circuit board 313. The battery management circuit 312 connects the positive charging relay S4 and the negative charging relay S5 via printed wires on the circuit board 313 to control the on and off of the positive charging relay S4 and the negative charging relay S5.

[0064] Similar to the main positive relay S1 and main negative relay S2, the drive terminals of the charging positive relay S4 and charging negative relay S5 are plugged into the circuit board 313. These drive terminals are pluggable into the card interface of the base and electrically connected to the battery management circuit 312 via printed wires on the circuit board 313. This allows the battery management circuit 312 to control the on and off of the charging positive relay S4 and charging negative relay S5. Because the main charging positive relay S4 and charging negative relay S5 are pluggable, automated assembly of the charging positive relay S4 and charging negative relay S5 is facilitated. Furthermore, in the event of a fault, the charging positive relay S4 and charging negative relay S5 can be easily repaired or replaced.

[0065] It is understood that the positive and negative terminals of the first charging port P can also be formed by copper bars, namely the first positive charging copper bar CP1 and the first negative charging copper bar CP2, respectively. Thus, the second end of the first charging fuse FU2 is electrically connected to the first positive charging copper bar CP1, and the second end of the negative charging relay S5 is electrically connected to the first negative charging copper bar CP2.

[0066] The first charging interface 302 is provided on the power supply case 300. The first positive charging busbar CP1 and the first negative charging busbar CP2 can protrude toward the first charging interface 302 to form positive and negative charging terminals that can be connected to the first charging interface 302. Of course, if there is a certain distance between the first charging interface 302 and the first positive charging busbar CP1 and the first negative charging busbar CP2, the first charging interface 302 and the first positive charging busbar CP1 and the first negative charging busbar CP2 can also be connected via a charging cable.

[0067] like Figure 6 As shown, the positive charging relay S4 is located to the right of the main positive relay S1, with the third copper busbar C3 to its right. The negative charging relay S5 is located to the left of the main negative relay S2, and is located above the main positive relay S1. The pre-charge relay S3 is located to its left. The first charging fuse FU2 is located below the negative charging relay S5 and the main positive relay S1.

[0068] The electrical components in the high-voltage circuit 311 may also include a second charging fuse FU3, the first end of the second charging fuse FU3 is electrically connected to the second end of the main positive relay S1 through the sixth copper busbar C6, the second end of the second charging fuse FU3 is electrically connected to the positive end of the second charging port Q, and the negative end of the second charging port Q is electrically connected to the second end of the main negative relay S2.

[0069] It can be understood that the positive terminal of the second charging port Q can also be formed by a copper bar, which is the second charging positive copper bar CQ1, and the negative terminal CQ2 of the second charging port Q can be formed by a protruding part of the discharge negative copper bar CO, for example Figure 4 and Figure 6 Thus, the second end of the second charging fuse FU3 is electrically connected to the second charging positive copper bar CQ1, and the negative terminal CQ2 of the second charging port Q is electrically connected to the second end of the main negative relay S2 (ie, the discharge negative copper bar CO).

[0070] The second charging port 303 is provided on the power supply housing 300. The second positive charging busbar CQ1 can protrude toward the second charging port 303 to form a positive charging terminal that can be connected to the second charging port 303. The negative discharge busbar CO can also protrude further toward the second charging port 303 to form a negative charging terminal CQ2 that can be connected to the second charging port 303. Of course, if there is a certain distance between the second charging port 303 and the negative charging terminal CQ2 formed by the second positive charging busbar CQ1 and the negative discharge busbar CO, the second charging port 303 and the negative charging terminal formed by the second positive charging busbar CQ1 and the negative discharge busbar CO can also be connected via a charging cable.

[0071] like Figure 6 As shown, the second charging fuse FU3 is disposed on the upper side of the main positive relay S1 and is closer to the main positive relay S1 than the first charging fuse FU2.

[0072] In some embodiments, as Figure 6 and Figure 7 As shown, the electrical components of the high-voltage circuit 311 also include a heating relay S6. The first end of the heating relay S6 is electrically connected to the first end of the main positive relay S1. The second end of the heating relay S6 is electrically connected to the first end of a heating assembly H1 provided in the power battery module 32. The second end of the heating assembly H1 is electrically connected to the second end of the main negative relay S2. The heating assembly H1 is used to heat the power battery module 32.

[0073] Specifically, the heating relay S6 can be pluggably connected to the circuit board 313, which can be provided with a heating interface O. The second end of the heating relay S6 can be connected to the heating interface O via a printed wire on the circuit board 313. The second end of the main negative relay S2 is also connected to the heating interface O via a printed wire, and then connected to the two ends of the heating assembly H1 via a wiring harness plugged into the heating interface O. Of course, the heating relay S6 and the main positive relay S1 can also be electrically connected via a copper busbar.

[0074] like Figure 6As shown, the heating relay S6 is arranged at the upper left corner of the circuit board 313. The heating relay S6 is located on the right side of the pre-charging resistor R1 and on the lower side of the pre-charging relay S3.

[0075] In the embodiment of the present application, in order to achieve electrical connection between the power battery module 32 and the electrical components and between the electrical components and the copper busbar, the power battery module 32 and the electrical components can be connected by fasteners 314, and the electrical components and the copper busbar can be fixedly connected by fasteners 314.

[0076] like Figure 6 As shown, the first end of the main fuse FU1 is fixedly connected to the first copper bar C1 via a fastener 314, and the second end of the main fuse FU1 is also fixedly connected to the second copper bar C2 via a fastener 314. The first end of the main positive relay S1 is fixedly connected to the second copper bar C2 via a fastener 314, and the second end of the main relay is fixedly connected to the discharge positive copper bar CI via a fastener 314. The first end of the charging positive relay S4 is fixedly connected to the discharge positive copper bar CI via a fastener 314, and the second end of the charging positive relay S4 is electrically connected to the fifth copper bar C5 via a fastener 314. The connections between other electrical components and the copper bars are the same and will not be described one by one here.

[0077] Please refer to Figure 3 and Figure 4 The housing 310 of the high-voltage control box 31 is also provided with a first protective cover 315, a second protective cover 316, a third protective cover 317, and a fourth protective cover 318. The first protective cover 315 is mounted on the side wall of the housing 310 opposite the main fuse FU1 to protect the connection node of the first copper bar C1 to the positive electrode of the power battery module 32 via the fastener 314. The second protective cover 316 is mounted on the side wall of the housing 310 opposite the third copper bar C3 to protect the connection node of the third copper bar C3 to the negative electrode of the power battery module 32. The third protective cover 317 is mounted on the side wall of the housing 310 opposite the main positive relay S1 to protect the connection node of the main positive relay S1 to the second copper bar C2 and the discharge positive copper bar CI via the fastener 314. The fourth protective cover 318 is mounted on the side wall of the housing 310 opposite the charging positive relay S4 to protect the connection node of the charging positive relay S4 to the discharge positive copper bar CI and the fifth copper bar C5 via the fastener 314. Of course, protective covers corresponding to the main negative relay S2 and the charging negative relay S5 can also be provided on the shell 310 of the high-voltage control box 31 to protect the nodes where the main negative relay S2 and the charging negative relay S5 are connected to the copper busbar through the fasteners 314.

[0078] Among them, the first protective cover 315, the second protective cover 316, the third protective cover 317 and the fourth protective cover 318 are detachably arranged on the shell 310. When it is necessary to inspect and maintain the connection node between the above-mentioned copper busbar and the relay, the first protective cover 315, the second protective cover 316, the third protective cover 317 and the fourth protective cover 318 can be removed.

[0079] See also Figure 6 In some embodiments, the high-voltage control box 31 may further include a metal sampling sheet Sa. One end of the metal sampling sheet Sa is connected to the first positive charging copper busbar CP1, and the other end of the metal sampling sheet Sa is connected to the circuit board 313 and connected to the relevant components of the battery management circuit 312 via printed wires on the circuit board 313. The metal sampling sheet Sa is used to collect the voltage of the first positive charging copper busbar CP1, that is, to collect the charging voltage of the first charging interface 302, and transmit the collected voltage to the battery management circuit 312 via the wiring on the circuit board 313. The battery management circuit 312 can control the on / off of the positive charging relay S4 and the negative charging relay S5 based on the collected voltage.

[0080] Of course, in the embodiment of the present application, a plurality of metal sampling pieces Sa can be provided in the high-voltage control box 31, which are respectively connected to the discharge positive copper bus CI and the second charging positive copper bus CQ1 to collect the voltage of the discharge interface 301 and the second charging interface 303, and then control the on and off of each related relay according to the voltage.

[0081] Please refer again Figure 6 and Figure 7 The high-voltage control box 31 also includes a vehicle communication interface M, which is located on the lower right side of the circuit board 313. The vehicle communication interface M can be connected to relevant components in the battery management circuit 312, such as the control chip in the battery management circuit 312, via printed wires on the circuit board 313. The vehicle communication interface M is used to plug into the communication wiring harness of the electric vehicle 100. The communication wiring harness connects to the vehicle controller, motor controller, display instrument, and other devices of the electric vehicle 100 to exchange information with various devices on the electric vehicle 100.

[0082] In some embodiments, the high-voltage control box 31 may further include a battery information sampling interface N, which can be connected to relevant components in the battery management circuit 312, such as the control chip in the battery management circuit 312, via printed wires on the circuit board 313. The battery information sampling interface N is plugged into a battery sampling harness, which is connected to the power battery module 32 to collect information such as the voltage, current, charge level, and temperature of the power battery module 32.

[0083] The battery management circuit 312 can control the on and off of the main positive relay S1, main negative relay S2, pre-charge relay S3, charging positive relay S4, charging negative relay S5 and heating relay S6 in the high-voltage circuit 311 according to the battery information obtained by the battery information sampling interface N.

[0084] Of course, in the embodiment of the present application, the battery management circuit 312 can also send the acquired battery information and battery temperature to other devices of the electric vehicle 100 through the vehicle communication interface M.

[0085] In the embodiment of the present application, the high-voltage circuit 311 and the battery management circuit 312 are respectively arranged on either side of the circuit board 313, so that the high-voltage circuit 311 and the battery management circuit 312 are integrated and the space utilization of the high-voltage control box 31 is improved. The various electrical components in the high-voltage circuit 311 are rationally arranged on the circuit board 313 according to their connection relationships. Some electrical components are connected to each other via copper busbars. The high-voltage circuit 311 and the power battery module 32 are also connected via copper busbars. Other electrical components are connected via printed wires on the circuit board 313. Some electrical components of the high-voltage circuit 311 are also connected to the battery management circuit 312 via printed wires. This can achieve a zero-wiring design within the high-voltage control box 31, simplifying the wiring within the high-voltage control box 31. In addition, each relay, fuse, and pre-charge resistor R1 in the high-voltage circuit 311 can be plugged into the circuit board 313, which can simplify the assembly of each relay, fuse, and pre-charge resistor R1 and facilitate the automatic assembly of the high-voltage control box.

[0086] The above embodiments are described in the form of preferred embodiments of the present application and are not intended to limit the scope of the present application. Without departing from the design spirit of the present application, various modifications and improvements made to the technical solutions of the present application by ordinary technicians in this field should fall within the scope of protection determined by the claims of the present application.

Claims

1. An electric vehicle comprising: Frame; a body covering, the body covering at least partially covering the vehicle frame; A walking system is arranged below the frame; A power system comprising a motor, a power battery module, and a high-voltage control box, wherein the high-voltage control box is connected to the power battery module and is at least used to control the output of electrical energy from the power battery module to the motor, so that the motor provides driving force for the travel system; Characterized in that the high-voltage control box includes: case; a high-voltage circuit, the high-voltage circuit being disposed on one side of the housing, the high-voltage circuit being electrically connected to the power battery module via a copper busbar, and at least some electrical components in the high-voltage circuit being electrically connected to each other via the copper busbar; A battery management circuit is arranged on the other side of the shell and is spaced apart from the high-voltage circuit. The battery management circuit is used to collect information from the power battery module and the high-voltage circuit to monitor and protect the power battery module and the high-voltage circuit.

2. The electric vehicle according to claim 1, wherein: The high-voltage control box further includes a circuit board. The electrical components of the high-voltage circuit are plugged into one side of the circuit board, and the battery management circuit is integrated into the other side of the circuit board.

3. The electric vehicle according to claim 2, wherein: The battery management circuit is connected to some of the electrical components via printed wires on the circuit board to collect information from the high-voltage circuit.

4. The electric vehicle according to claim 2, wherein: The high-voltage control box further includes a discharge port, which is used to output the electrical energy of the power battery module; The electrical components in the high-voltage circuit include a main fuse, a main positive relay, a main negative relay, and a shunt; The first end of the main fuse is electrically connected to the positive terminal of the power battery module, the second end of the main fuse is electrically connected to the first end of the main positive relay, and the second end of the main positive relay is electrically connected to the positive terminal of the discharge port; The first end of the shunt is electrically connected to the negative terminal of the power battery module, the second end of the shunt is electrically connected to the first end of the main negative relay, and the second end of the main negative relay is electrically connected to the negative terminal of the discharge port; wherein the main fuse, the main positive relay and the main negative relay are plugged into the circuit board, and the main fuse is arranged adjacent to the main positive relay; The battery management circuit is connected to the main positive relay and the main negative relay via printed wires on the circuit board, and the battery management circuit is used to control the on and off of the main positive relay and the main negative relay.

5. The electric vehicle according to claim 4, wherein: The electrical components also include a pre-charging resistor and a pre-charging relay, which are connected in series and electrically connected to the two ends of the main positive relay; the pre-charging resistor and the pre-charging relay are plugged into the circuit board and arranged adjacent to each other; the battery management circuit is connected to the pre-charging relay through the printed wire, and the battery management circuit is used to control the on and off of the pre-charging relay.

6. The electric vehicle according to claim 4, wherein: The high-voltage control box further includes a first charging port, which is used to charge the power battery module; the electrical components further include a charging positive relay, a charging negative relay and a first charging fuse; The first end of the charging positive relay is electrically connected to the second end of the main positive relay, the second end of the charging positive relay is electrically connected to the first end of the first charging fuse, and the second end of the first charging fuse is electrically connected to the positive terminal of the first charging port; The first end of the charging negative relay is electrically connected to the second end of the main negative relay, and the second end of the charging negative relay is electrically connected to the negative terminal of the first charging port; wherein the charging positive relay is arranged adjacent to the main positive relay, and the charging negative relay is arranged adjacent to the main negative relay, and the charging positive relay and the charging negative relay are plugged into the circuit board; The battery management circuit is connected to the positive charging relay and the negative charging relay via the printed wire, and the battery management circuit is used to control the on and off of the positive charging relay and the negative charging relay.

7. The electric vehicle according to claim 6, wherein: The high-voltage control box further includes a second charging port, which is used to charge the power battery module, and the charging power of the second charging port is less than the charging power of the first charging port; The electrical component also includes a second charging fuse, a first end of the second charging fuse is electrically connected to the second end of the main positive relay, a second end of the second charging fuse is electrically connected to the positive end of the second charging port, and a negative end of the second charging port is electrically connected to the second end of the main negative relay.

8. The electric vehicle according to claim 4, wherein: The electrical component further includes a heating relay, wherein a first end of the heating relay is connected to a first end of the main positive relay, a second end of the heating relay is connected to a heating assembly provided in the power battery module, a second end of the heating assembly is connected to a second end of the main negative relay, and the heating assembly is used to heat the power battery module; The heating relay is plugged into the circuit board; the battery management circuit is connected to the heating relay via the printed wire, and the battery management circuit is used to control the on and off of the heating relay.

9. The electric vehicle according to any one of claims 1 to 8, characterized in that: At least part of the electrical components and the copper bus are fixedly connected via fasteners.

10. A high voltage control box, characterized in that: The high-voltage control box includes: case; A high-voltage circuit is disposed on one side of the housing. The high-voltage circuit is electrically connected to the power battery module via a copper busbar, and the electrical components in the high-voltage circuit are also electrically connected via the copper busbar. A battery management circuit is arranged on the other side of the shell and is spaced apart from the high-voltage circuit. The battery management circuit is used to collect information from the power battery module and the high-voltage circuit to monitor and protect the power battery module and the high-voltage circuit.

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