Charging system and vehicle

Abstract

The utility model discloses a charging system and a vehicle, relates to the technical field of batteries, and aims to solve the problem of long charging time during voltage reduction charging of a direct current charging pile. The charging system comprises a battery module, a charging port, an inverter and a motor, the charging port can comprise a positive electrode interface and a negative electrode interface, the inverter can comprise an upper bridge arm, the positive electrode interface is sequentially connected with the upper bridge arm, the motor and the positive electrode of the battery module in series, and the negative electrode interface is connected with the negative electrode of the battery module.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of battery, in particular to a charging system and a vehicle. BACKGROUND

[0002] With the development of new energy automobile industry, fast charging technology has become one of the key technologies of electric vehicles.

[0003] At present, there are mainly two kinds of high-power direct current charging piles in the market, namely low-voltage platform and high-voltage platform. Correspondingly, when the electric vehicles with high-power direct current charging technology use direct current charging piles for charging, it is mainly divided into direct current fast charging mode, step-up charging mode and charging pile step-down charging mode.

[0004] In the charging pile step-down charging mode, the output voltage of the charging pile is reduced to match the battery voltage, and the output current is limited by the maximum output current of the charging pile, so the output power of the charging pile is reduced. Therefore, the charging time of the electric vehicle is long and the user experience is poor. CONTENT OF THE UTILITY MODEL

[0005] The purpose of the present application is to provide a charging system and a vehicle, which aims to solve the problem of long charging time when the direct current charging pile is step-down charging.

[0006] To achieve the above-mentioned purpose, the utility model adopts the following technical scheme:

[0007] In the first aspect, the present application provides a charging system, which can include a battery module, a charging port, an inverter and a motor. The charging port can include a positive electrode interface and a negative electrode interface. The inverter can include an upper bridge arm. The positive electrode interface is connected in series with the upper bridge arm, the motor and the positive electrode of the battery module in turn. The negative electrode interface is connected with the negative electrode of the battery module.

[0008] In this way, when the maximum output voltage of the charging pile is greater than the voltage of the battery module of the electric vehicle, since the battery module and the motor are connected in series, the motor can divide the input voltage of the charging port with the battery module, thereby realizing the step-down charging of the battery module. In this process, the charging pile connected with the charging port does not need to reduce the output voltage, and the output power of the charging pile is higher, so the charging speed is faster.

[0009] In some embodiments, the charging system can further include a first branch, one end of which is connected to the negative electrode of the battery module, and the other end is connected between the upper bridge arm and the motor.

[0010] The first branch can form a complete loop with the battery module and the motor, in which the winding inductance of the motor can convert the stored magnetic energy into electrical energy to charge the battery module, so as to make full use of the electrical energy output by the charging pile, reduce energy loss, and thus improve the charging speed of the electric vehicle and shorten the charging time.

[0011] In some embodiments, the charging system can further include a first switch connected between the negative electrode interface and the negative electrode of the battery module. The first switch can control the connection and disconnection of the loop of the charging port positive electrode interface-motor-upper bridge arm-battery module-negative electrode interface, thereby preventing the loop from interfering with the loop of the battery module-motor-first branch.

[0012] In some embodiments, the charging system can further include a lower bridge arm arranged on the first branch. Since the lower bridge arm includes a semiconductor device, the conduction or disconnection of the first branch can be controlled, so that the switching of the loop of the positive electrode interface-motor-upper bridge arm-battery module-negative electrode interface and the loop of the battery module-motor-first branch can be realized by controlling the switch tubes in the upper bridge arm and the lower bridge arm, thereby realizing the switching of the motor winding inductance energy storage stage and the freewheeling stage.

[0013] In some embodiments, the charging system can further include a second switch connected between the motor and the battery module.

[0014] Since the second switch is arranged between the motor and the battery module, and the first switch is arranged between the negative electrode interface and the negative electrode of the battery module, when the second switch and the first switch are disconnected, the loop of the charging port positive electrode interface-motor-upper bridge arm-battery module-negative electrode interface and the loop of the battery module-motor-first branch are both disconnected, and the voltage reduction charging process of the battery module is stopped.

[0015] In some embodiments, the charging system can further include a second branch, one end of the second branch being connected to the negative electrode interface and the other end being connected between the motor and the second switch.

[0016] In this way, by turning on at least one upper bridge arm and turning off all lower bridge arms, the loop of the positive electrode interface-upper bridge arm-motor-negative electrode interface can be formed, and the charging of the motor winding by the charging port can be realized.

[0017] In some embodiments, the charging system can further include a third switch connected between the negative electrode of the battery module and the lower bridge arm. In this way, the conduction between the battery module and the lower bridge arm can be disconnected, and the leakage of the electric quantity in the battery can be prevented.

[0018] In some embodiments, the third switch may be a first relay. The relay may control the opening and closing of contacts by controlling the on / off state of the electromagnetic coil, thereby achieving on / off control of the circuit.

[0019] In some embodiments, the charging system may further include a fourth switch disposed on the second branch. Thus, the fourth switch can control the conduction and disconnection of the second branch. Disconnecting the fourth switch can disconnect the charging energy storage circuit of "positive electrode interface - upper bridge arm - motor - negative electrode interface".

[0020] In some embodiments, the charging system may further include a third branch, one end of which is connected to the positive electrode interface and the other end is connected to the positive electrode of the battery module. In this way, by shutting off all conductive upper bridge arms and closing the third and fourth switches, the freewheeling circuit of "positive electrode interface - battery module - lower bridge arm - motor - negative electrode interface" can be completed.

[0021] In this circuit, the charging port, battery module, and motor are connected in series. Because the "positive terminal-upper bridge arm-motor-negative terminal" charging energy storage circuit charges and stores energy in the motor windings, the voltage at the motor winding end is greater than the voltage at the battery module end. The motor windings convert their internally stored magnetic energy into electrical energy and release it into the circuit, charging the battery. Thus, when the maximum output voltage of the charging pile is less than the voltage of the electric vehicle's battery module, both the charging port and the motor can charge the battery. Since the charging port and motor are connected in series, boosted charging of the battery module is possible.

[0022] In some embodiments, the charging system may further include a fifth switch disposed on the third branch. The fifth switch may control the opening and closing of the third branch. Disconnecting the fifth switch may disconnect the freewheeling circuit of "positive electrode interface - battery module - lower bridge arm - motor - negative electrode interface".

[0023] In some embodiments, the inverter is a multi-phase inverter, and the motor is a multi-phase motor.

[0024] In this way, the motor can run more stably, be less susceptible to current changes, and have less energy loss, thereby reducing the heating of the battery module during charging.

[0025] In some embodiments, the battery module may include a first battery pack and a second battery pack arranged in series, and the charging system may further include a fourth branch, one end of the fourth branch is connected between the first battery pack and the second battery pack, and the other end is connected between the motor and the second switch.

[0026] In this way, the first battery pack and the second battery pack can be used for bidirectional high-frequency charging and discharging, and the internal resistance of the battery can generate heat energy, thereby achieving rapid self-heating of the battery module.

[0027] In some embodiments, the charging system can further include a sixth switch arranged in the fourth branch. The sixth switch can control the on and off of the fourth branch. When the sixth switch is connected, the above-mentioned switching command of the heating circuit is executed, and the battery module can realize self-heating. When the sixth switch is disconnected, the self-heating circuit is turned off.

[0028] In some embodiments, the charging system can further include a first capacitor and a first resistor arranged in parallel. The first capacitor and the first resistor are connected in parallel with the charging port.

[0029] In this way, the first capacitor and the first resistor can filter out the noise and ripple in the power supply, thereby providing a stable charging voltage and current for the circuit and protecting the charging system from voltage fluctuations and overload current, thereby helping to improve charging efficiency, prolong battery life, and ensure the safety and reliability of the charging process.

[0030] In some embodiments, the charging system can further include a seventh switch connected in series with the first capacitor, for controlling the on and off of the first capacitor and the first resistor.

[0031] The seventh switch is a normally open switch. When using a Tesla AC / DC integrated charging pile, the first capacitor and the first resistor are disconnected, and the AC power in the power grid will not form a leakage current through the first capacitor, reducing the impact of excessive leakage current on electric vehicles and improving user experience.

[0032] In some embodiments, the charging system can further include an eighth switch connected between the charging port and the first capacitor.

[0033] The eighth switch can control the on and off of the charging port and other elements. When the DC charging pile needs to power the charging system, the eighth switch is closed. When the DC charging pile does not need to be powered, for example, when the battery module is self-heating, the eighth switch is disconnected.

[0034] In some embodiments, the charging system can further include a fifth branch connected in parallel across the fifth switch, and a second resistor and a ninth switch arranged in series on the fifth branch.

[0035] In this way, before connecting the DC charging pile, the first switch, the third switch, the ninth switch, and the eighth switch are closed. The current first flows through the second resistor to the battery module, and the current is relatively small. After the current in the circuit tends to be stable, the fifth switch is closed and the ninth switch is disconnected, increasing the current and improving the charging efficiency.

[0036] In some embodiments, the charging system can further include a second capacitor connected in parallel with the battery module.

[0037] In this way, when the battery is charging, the second capacitor absorbs and stores part of the electric energy, and when the battery is discharging or there is a transient large current demand in the circuit, the capacitor releases the stored electric energy, thereby playing a role in smoothing voltage fluctuations. At the same time, the second capacitor can filter out high-frequency noise and interference from the power supply, ensuring that the battery receives stable DC power.

[0038] In a second aspect, the application also provides a vehicle comprising the charging system described above. It should be noted that the technical effects brought by the implementation manners of the second aspect can be referred to the technical effects brought by the corresponding implementation manners of the first aspect, which will not be described here. BRIEF DESCRIPTION OF DRAWINGS

[0039] In order to more clearly illustrate the technical solutions of the embodiments of the application, the drawings needed to be used in the embodiment description will be briefly introduced. Obviously, the drawings in the following description are only some embodiments of the application, and other drawings can be obtained by those skilled in the art without creative labor.

[0040] Figure 1 One of the circuit principle diagrams of the charging system provided by the embodiments of the application;

[0041] Figure 2 The control principle diagram of the charging system shown in Figure 1

[0042] Figure 3 The control principle diagram of the charging system shown in Figure 1

[0043] Figure 4 The control principle diagram of the charging system shown in Figure 1

[0044] Figure 5 The control principle diagram of the charging system shown in Figure 1

[0045] Figure 6 The control principle diagram of the charging system shown in Figure 1

[0046] Figure 7 The control principle diagram of the charging system shown in Figure 1

[0047] Figure 8 The control principle diagram of the charging system shown in Figure 1

[0048] Figure 9 The control principle diagram of the charging system shown in​​​​​​​Figure 1 Fig. 3 is a control schematic diagram of the charging system heating circuit shown in Fig. 1;

[0049] Figure 10 Fig. 4 is a control schematic diagram of the charging system heating circuit shown in Fig. 1; Figure 1 Fig. 5 is a control schematic diagram of the charging system heating circuit shown in Fig. 1;

[0050] Figure 11 Fig. 2 is a circuit schematic diagram of the charging system provided in the embodiment of the present application;

[0051] Figure 12 Fig. 3 is a circuit schematic diagram of the charging system provided in the embodiment of the present application;

[0052] Figure 13 Fig. 4 is a circuit schematic diagram of the charging system provided in the embodiment of the present application;

[0053] Figure 14 Fig. 5 is a circuit schematic diagram of the charging system provided in the embodiment of the present application.

[0054] Fig. 1 is a circuit schematic diagram of a charging system according to an embodiment of the present application;

[0055] K1, first switch; K2, second switch; K3, third switch; K4, fourth switch; K5, fifth switch; K6, sixth switch; K7, seventh switch; K8, eighth switch; K9, ninth switch; K10, tenth switch; Q A , upper bridge arm; Q1, first-phase upper bridge arm; Q2, second-phase upper bridge arm; Q3, third-phase upper bridge arm; Q B , lower bridge arm; Q4, first-phase lower bridge arm; Q5, second-phase lower bridge arm; Q6, third-phase lower bridge arm; L, motor; L1, first-phase motor winding; L2, second-phase motor winding; L3, third-phase motor winding; N, midpoint; L4, winding inductor device; C1, first capacitor; C2, second capacitor; R1, first resistor; R2, second resistor; U1, first battery pack; U2, second battery pack. DETAILED DESCRIPTION

[0056] The technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, rather than all the embodiments of the present application. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative labor fall within the scope of protection of the present application.

[0057] In the description of the utility model, it is necessary to understand that the orientation or relative position relation indicated by the terms "upper", "lower", "left", "right", "front", "rear", "inner", "outer" and the like is based on the orientation or relative position relation shown in the drawings, and is only for the convenience of describing the utility model and simplifying the description, and therefore cannot be understood as indicating or implying that the indicated device or element must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as limiting the utility model. Unless otherwise specified, the above orientation description can be flexibly set in the actual application process under the condition of meeting the relative position relation shown in the drawings.

[0058] The terms "first", "second", "third", etc. are used only for descriptive purposes and should not be construed as indicating or implying relative importance or implying the number of the indicated technical features. Therefore, the features defined with "first", "second" can explicitly or implicitly include one or more features. In the description of the utility model, unless otherwise specified, the meaning of "a plurality of" is two or more.

[0059] In the description of the utility model, it should be noted that, unless otherwise specified and limited, the terms "mounting", "connection", "connection", "communication" should be understood broadly, for example, it can be fixedly connected, or it can be detachably connected, or integrally connected. It can be directly connected, or indirectly connected through an intermediate medium, or it can be the communication between two elements. For ordinary skilled in the art, the specific meaning of the above terms in the utility model can be understood according to the specific circumstances.

[0060] In the embodiments of the utility model, the terms "include", "contain" or any other variant thereof are intended to cover non-exclusive inclusion, so that the process, article or device including a series of elements not only includes those elements, but also includes other elements not explicitly listed, or includes elements inherent to such process, article or device. Without more limitation, the element defined by the sentence "including a" does not exclude the existence of another identical element in the process, article or device including the element.

[0061] In the embodiments of the utility model, the words such as "exemplary" or "for example" are used to represent as an example, illustration or description. Any embodiment or design scheme described as "exemplary" or "for example" in the embodiments of the utility model should not be interpreted as more preferred or more advantageous than other embodiments or design schemes. On the contrary, the words such as "exemplary" or "for example" are intended to present the relevant concept in a specific way.

[0062] With the development of new energy vehicle industry, fast charging technology has become one of the key technologies of electric vehicles. At present, there are mainly two kinds of high-power direct current charging piles on the market, namely low voltage platform (for example, 400V) and high voltage platform (for example, 800V). Correspondingly, when electric vehicles with high-power direct current charging technology use direct current charging piles for charging, it is mainly divided into the following three situations: direct current fast charging mode in which the maximum output voltage of the charging pile matches the voltage of the battery module of the electric vehicle, boost charging mode in which the maximum output voltage of the charging pile is less than the voltage of the battery module of the electric vehicle, and charging pile step-down charging mode in which the maximum output voltage of the charging pile is greater than the voltage of the battery module of the electric vehicle.

[0063] In the prior art, by controlling the off of the switch group through the inverter in the motor controller and the motor winding, direct current fast charging, boost charging and charging pile step-down charging are realized.

[0064] Among them, in the charging pile step-down charging mode, the output voltage of the charging pile is reduced to match the voltage of the battery, and then the electric vehicle is charged. In this mode, since the output current of the charging pile is limited by the maximum output current value, and the output voltage is reduced, the output power of the charging pile is reduced, which will cause the charging time of the electric vehicle to be relatively long, affecting the user experience.

[0065] Based on this, the embodiment of the present application provides a charging system. By controlling the switch element, the battery, the motor and the charging port are connected in series, the winding inductance in the motor can be divided with the battery, so that the step-down charging of the battery module can be realized without reducing the output voltage of the charging pile, thereby improving the output power of the charging pile, improving the charging speed and shortening the charging time.

[0066] Please refer to Figure 1 , Figure 1 for one of the circuit principle diagrams of the charging system 100 provided by the embodiment of the present application. Please refer to Figure 2 , Figure 2 for one of the control principle diagrams of the step-down charging of the charging system 100 shown in Figure 1 . The charging system 100 can include a battery module, a charging port, an inverter and a motor L. The charging port can include a positive interface and a negative interface. The inverter can include an upper bridge arm Q A and a lower bridge arm Q B . The positive interface is connected in series with the upper bridge arm Q A , the motor L and the positive electrode of the battery module in sequence, and the negative interface is connected with the negative electrode of the battery module.

[0067] The inverter is a power conversion device for converting direct current into alternating current. The bridge arm is one of the core components of the inverter, including the upper bridge arm Q A and the lower bridge arm Q B . The upper bridge arm QA and the lower bridge arm Q B The upper and lower current directions of the inverter can be controlled, which are usually composed of semiconductor devices (for example, switching tubes such as insulated gate bipolar transistors (IGBTs) or metal oxide semiconductor field effect transistors (MOSFETs)), and the upper bridge arm Q A and the lower bridge arm Q B Switching control of the switching tubes in the upper and lower bridge arms Q

[0068] When the motor L is powered on and runs, the rotor rotates continuously, and due to the change of the magnetic flux, an induced electromotive force is generated in the motor winding, which causes a current to flow in the motor winding, thereby generating a magnetic field. The magnetic field can store energy, i.e., magnetic energy, and convert the magnetic energy back to electrical energy when needed.

[0069] In this way, when the maximum output voltage of the charging pile is greater than the voltage of the battery module, since the battery module and the motor L are connected in series, the motor L can divide the input voltage of the charging port with the battery module, thereby realizing step-down charging of the battery module. In this process, the charging pile connected to the charging port does not need to reduce the output voltage, and the output power of the charging pile is higher, and the charging speed is faster.

[0070] Please refer to Figure 2 and Figure 3 , Figure 3 for Figure 1 the control principle diagram of the step-down charging of the charging system 100. In some embodiments of the present application, the charging system 100 can further include a first branch, one end of the first branch being connected to the negative electrode of the battery module, and the other end being connected between the upper bridge arm Q A and the motor L.

[0071] The first branch can form a complete loop with the battery module, the motor L and the first branch, and in the loop, the winding inductance in the motor L can convert the stored magnetic energy into electrical energy to charge the battery module. In this way, the electrical energy output by the charging pile can be fully utilized, energy loss can be reduced, and the charging speed of the electric vehicle can be improved, and the charging time can be shortened.

[0072] In some embodiments of the present application, the charging system 100 can further include a first switch K1 connected between the negative electrode interface and the negative electrode of the battery module.

[0073] The first switch K1 can control the connection and disconnection of the loop of the positive electrode interface of the charging port-motor L-upper bridge arm Q A -battery module-negative electrode interface, thereby preventing the loop from interfering with the loop of the battery module-motor L-first branch.

[0074] In some embodiments of the present application, the lower bridge arm QB The first branch is provided with a first bridge arm Q B The first bridge arm Q A The first bridge arm Q B The first bridge arm Q A The first bridge arm Q

[0075] The first bridge arm Q

[0076] In some embodiments of the present application, the inverter can be a multi-phase inverter, for example, a three-phase inverter, a four-phase inverter or a five-phase inverter, and correspondingly, the motor L can be a multi-phase motor, for example, a three-phase motor L, a four-phase motor L or a five-phase motor L, which are not limited in the present application.

[0077] In this way, the motor L can run more stably and is less affected by current changes, and energy loss is small, thereby reducing the heating phenomenon of the battery pack during charging.

[0078] In some embodiments, the inverter can include a first-phase upper bridge arm Q1, a first-phase lower bridge arm Q4, a second-phase upper bridge arm Q2, a second-phase lower bridge arm Q5, a third-phase upper bridge arm Q3 and a third-phase lower bridge arm Q6; and the motor L can include a first-phase motor winding L1, a second-phase motor winding L2 and a third-phase motor winding L3.

[0079] The first-phase upper bridge arm Q1 and the first-phase lower bridge arm Q4 are connected in series, and one end of the first-phase motor winding L1 is connected between the first-phase upper bridge arm Q1 and the first-phase lower bridge arm Q4; the second-phase upper bridge arm Q2 and the second-phase lower bridge arm Q5 are connected in series, and one end of the second-phase motor winding L2 is connected between the second-phase upper bridge arm Q2 and the second-phase lower bridge arm Q5; and the third-phase upper bridge arm Q3 and the third-phase lower bridge arm Q6 are connected in series, and one end of the third-phase motor winding L3 is connected between the third-phase upper bridge arm Q3 and the third-phase lower bridge arm Q6.

[0080] The first-phase motor winding L1, the second-phase motor winding L2 and the third-phase motor winding L3 are connected in star, and the other ends of the first-phase motor winding L1, the second-phase motor winding L2 and the third-phase motor winding L3 are connected together to form a midpoint N of the star connection.

[0081] When the upper bridge arm Q A is turned on, at least one lower bridge arm Q A may be turned on. For example, only the second phase upper bridge arm Q2 is turned on, at this time, the current flows through the second phase motor winding L2; for example, all the upper bridge arms Q A may also be turned on, i.e., the first phase upper bridge arm Q1, the second phase upper bridge arm Q2 and the third phase upper bridge arm Q3 are all turned on, at this time, the current flows through the first phase motor winding L1, the second phase motor winding L2 and the third phase motor winding L3 and converges at the midpoint N. Similarly, when the lower bridge arm Q B is turned on, at least one lower bridge arm Q B may also be turned on.

[0082] In some embodiments, the upper bridge arm Q A may include a first switch K1 tube and a first diode connected in parallel, the first switch K1 tube is used to control the on-off circuit of the upper bridge arm Q A , when the first switch K1 tube is turned off, i.e., the upper bridge arm Q A is turned off, the first diode only allows current to flow from the motor L to the upper bridge arm Q A .

[0083] In some embodiments, the lower bridge arm Q B may include a second switch K2 tube and a second diode connected in parallel, the second switch K2 tube is used to control the on-off circuit of the lower bridge arm Q B , when the second switch K2 tube is turned off, i.e., the lower bridge arm Q B is turned off, the second diode only allows current to flow from the lower bridge arm Q B to the motor L.

[0084] Please refer to Figure 3 and Figure 4 , Figure 4 for the control principle diagram of the boost charging of the charging system 100 shown in Figure 1 , in some embodiments of the present application, the charging system 100 can also include a second switch K2 connected between the motor L and the battery module.

[0085] Since the second switch K2 is arranged between the motor L and the battery module, and the first switch K1 is arranged between the negative electrode interface and the negative electrode of the battery module, thus, by turning off the second switch K2 and the first switch K1, the "charging port positive electrode interface-motor L-upper bridge arm Q A -battery module-negative electrode interface" loop and the "battery module-motor L-first branch" loop are both disconnected, and the process of step-down charging of the battery module is stopped.

[0086] In some embodiments of the present application, the charging system 100 may further include a second branch, one end of the second branch being connected to the negative electrode interface, and the other end being connected between the motor L and the second switch K2.

[0087] In this way, at least one upper bridge arm Q is turned on A , turn off all lower bridge arms Q A , can form a "positive interface-upper bridge arm Q A -Motor L-negative pole interface" circuit can realize the charging and energy storage of the motor winding by the charging port.

[0088] In order to prevent the battery module from passing through the lower bridge arm Q B The diode in the motor L is turned on. In some embodiments of the present application, the charging system 100 may further include a circuit connected to the negative electrode of the battery module and the lower bridge arm Q B The third switch K3 between the battery module and the lower bridge arm Q can be disconnected. B The conduction between them prevents the battery from leaking.

[0089] In some embodiments, the third switch K3 may be a first relay. The relay may control the opening and closing of contacts by controlling the on / off state of the electromagnetic coil, thereby achieving on / off control of the circuit.

[0090] Please refer to Figure 4 and Figure 5 , Figure 5 for Figure 1 The second control principle diagram of the boost charging of the charging system 100 is shown. In some embodiments of the present application, the charging system 100 may further include a fourth switch K4 provided in the second branch.

[0091] In this way, the fourth switch K4 can control the conduction and shutoff of the second branch. By disconnecting the fourth switch K4, the positive electrode interface-upper bridge arm Q A - Motor L- negative pole interface "this charging energy storage circuit is disconnected.

[0092] In some embodiments of the present application, the charging system 100 may further include a third branch, one end of the third branch being connected to the positive electrode interface, and the other end being connected to the positive electrode of the battery module.

[0093] In this way, all the upper bridge arms Q A , close the third switch K3 and the fourth switch K4, and the positive electrode interface-battery module-lower bridge arm Q B -Motor L-negative pole interface" freewheeling circuit.

[0094] In this circuit, the charging port, battery module and motor L are connected in series. AThe charging energy storage circuit of the motor L-negative electrode interface charges the motor winding, and the voltage value at the end of the motor winding is greater than the voltage value at the end of the battery module. The motor winding converts the internal stored magnetic energy into electrical energy and releases it into the circuit to charge the battery.

[0095] Therefore, when the maximum output voltage of the charging pile is less than the voltage of the battery module of the electric vehicle, the charging port and the motor L can both charge the battery. Since the charging port and the motor L are connected in series, the voltage of the battery module can be boosted.

[0096] In some embodiments of the present application, the charging system 100 can further include a fifth switch K5 arranged in the third branch. The fifth switch K5 can control the opening and closing of the third branch. When the fifth switch K5 is opened, the positive electrode interface-battery module-lower bridge arm Q B The freewheeling circuit of the motor L-negative electrode interface.

[0097] The charging energy storage circuit can charge the motor winding, and the freewheeling circuit can discharge the motor winding to the battery module. The two stages are alternately arranged, and the voltage of the battery module can be boosted. In some embodiments, the fifth switch K5 can be a second relay, which controls the opening and closing of the contact by controlling the on-off state of the electromagnetic coil, thereby controlling the on-off of the circuit.

[0098] The maximum output voltage of the charging pile matches the voltage of the battery module of the electric vehicle, and the charging pile can directly charge the battery. Please refer to Figure 6 , Figure 6 For Figure 1 The control principle diagram of the direct current charging of the charging system 100 shown in FIG. 1 is shown in FIG. 1. In some embodiments of the present application, the first switch K1, the third switch K3 and the fifth switch K5 are closed, the second switch K2 and the fourth switch K4 are opened, and all the upper bridge arms Q A and the lower bridge arms Q B can form a direct charging circuit of the positive electrode interface-battery module-negative electrode interface. The charging pile connected to the direct current charging port charges the battery module through the direct current bus.

[0099] Due to the physical properties of the battery of the electric vehicle, in a low temperature environment, the activity of the positive and negative electrode materials of the battery decreases, and the conductivity of the electrolyte is also affected, resulting in a significant decrease in the charging and discharging performance and a significant decrease in the charging and discharging rate. Therefore, in a low temperature environment, the battery needs to be heated to above 0°C before charging and discharging.

[0100] In some embodiments of the present application, the battery module may include a first battery pack U1 and a second battery pack U2 arranged in series, and the charging system 100 may further include a fourth branch, one end of which is connected between the first battery pack U1 and the second battery pack U2, and the other end is connected between the motor L and the second switch K2.

[0101] Please refer to Figure 7 , Figure 7 for Figure 1 One of the control principle diagrams of the heating circuit of the charging system 100 shown in FIG. 1 closes the fifth switch K5 to turn on the upper bridge arm, opens the first switch K1 to the fourth switch K4, and turns off the lower bridge arm Q B At this time, the first battery pack U1 discharges, and the self-heating current flows out from the positive electrode of the first battery pack U1, and passes through the fifth switch K5, the upper bridge arm Q A and motor L, and returns to the negative pole of the first battery pack U1. At this time, the motor winding inductance is charged and energy is stored.

[0102] Please refer to Figure 8 , Figure 8 for Figure 1 The second control principle diagram of the heating circuit of the charging system 100 is shown as follows: the fifth switch K5 is opened, the third switch K3 is closed, and all the upper bridge arms Q A , the self-heating current flows out from the motor winding and passes through the second battery pack U2, the third switch K3 and the lower bridge arm Q B The freewheeling diode in the motor returns to the motor winding. At this time, the motor winding charges the second battery pack U2.

[0103] Please refer to Figure 9 , Figure 9 for Figure 1 The third control principle diagram of the heating circuit of the charging system 100 shown in FIG3 closes the third switch K3, opens the first switch K1, the second switch K2, the fourth switch K4 and the fifth switch K5, and turns on the lower bridge arm Q B , turn off all upper bridge arms Q A At this time, the second battery pack U2 discharges, and the self-heating current flows out from the positive electrode of the second battery pack U2, passes through the motor L, the lower bridge arm Q B and the third switch K3, returning to the negative electrode of the second battery pack U2. At this time, the motor winding inductance is charged and energy is stored.

[0104] Please refer to Figure 10 , Figure 10 for Figure 1 The fourth control principle diagram of the heating circuit of the charging system 100 is shown as follows: the third switch K3 is opened, the fifth switch K5 is closed, and all the lower bridge arms Q are turned off. B , the self-heating current flows out from the motor winding and passes through the upper bridge arm Q AThe freewheeling diode, the fifth switch K5 and the first battery pack U1 in the motor return to the motor winding. At this time, the motor winding charges the first battery pack U1.

[0105] In this way, the first battery pack U1 and the second battery pack U2 can be used for bidirectional high-frequency charging and discharging, and the internal resistance of the battery can generate heat energy, thereby achieving rapid self-heating of the battery module.

[0106] Please refer to Figure 7-10 In some embodiments of the present application, the charging system 100 may further include a sixth switch K6 disposed on the fourth branch. The sixth switch K6 may control the conduction and disconnection of the fourth branch. When the sixth switch K6 is on, the switching command of the heating circuit is executed, and the battery module can achieve self-heating. When the sixth switch K6 is off, the self-heating circuit is turned off.

[0107] Since the DC charging station is directly connected to the DC charging port to charge the battery module, there may be noise or AC components in the power supply output voltage. At the same time, during the DC charging process, due to the change in current, voltage ripple is generated. These interference factors will interfere with the charging equipment and battery module, increase battery heating or affect charging efficiency. Therefore, in some embodiments of the present application, the charging system 100 may also include a first capacitor C1 and a first resistor R1 arranged in parallel, and the first capacitor C1 and the first resistor R1 are connected in parallel with the charging port.

[0108] In this way, the first capacitor C1 and the first resistor R1 can filter out noise and ripples in the power supply, thereby providing a stable charging voltage and current for the circuit and protecting the charging system 100 from voltage fluctuations and overload current, thereby helping to improve charging efficiency, extend battery life, and ensure the safety and reliability of the charging process.

[0109] Please refer to Figure 1 and Figure 11 , Figure 11 This is a second circuit schematic diagram of a charging system 100 provided in an embodiment of the present application. In some embodiments of the present application, the charging system 100 may further include an eighth switch K8 connected between the charging port and the first capacitor C1.

[0110] The eighth switch K8 can control the connection or disconnection between the charging port and other components. When the DC charging pile needs to power the charging system 100, the eighth switch K8 is closed; when the DC charging pile does not need to power, for example, when the battery module self-heats, the eighth switch K8 is disconnected.

[0111] Please refer to Figure 1 In some embodiments, the eighth switch K8 is connected between the positive electrode interface and the first capacitor C1; please refer to Figure 11In some embodiments, the eighth switch K8 is connected between the negative terminal and the first capacitor C1.

[0112] Please refer to Figure 11 When the eighth switch K8 is connected between the negative terminal and the first capacitor C1, the charging system 100 can further include a tenth switch K10. Since the third branch and the upper bridge arm Q A are connected to the positive terminal, in some embodiments, a node is formed on the third branch and the upper bridge arm Q A is connected, and the tenth switch K10 is arranged between the node and the first capacitor C1, which can control the conduction state of the positive terminal, the third branch and the upper bridge arm Q A .

[0113] When the electric vehicle is connected to the Tesla AC-DC integrated charging pile, the AC power will form a leakage current through the first capacitor C1, which will cause a safety hazard to the electric vehicle. Therefore, please refer to Figure 1 and Figure 11 , in some embodiments of the present application, the charging system 100 can further include a seventh switch K7, which is connected in series with the first capacitor C1, for controlling the on-off of the first capacitor C1 and the first resistor R1.

[0114] The seventh switch K7 is a normally open switch. When the Tesla AC-DC integrated charging pile is used, the first capacitor C1 and the first resistor R1 are disconnected, and the AC power in the power grid will not form a leakage current through the first capacitor C1, reducing the impact of the excessive leakage current on the electric vehicle and improving the user experience. When the AC-DC integrated charging pile is not used, the seventh switch K7 is closed, and the first capacitor C1 and the first resistor R1 can play the role of filtering and voltage stabilization.

[0115] Please refer to Figure 12 and Figure 13 , Figure 12 Figure 3 is a third circuit schematic diagram of a charging system 100 according to an embodiment of the present application, Figure 13 Figure 4 is a fourth circuit schematic diagram of a charging system 100 according to an embodiment of the present application, when the AC-DC integrated charging pile is not used, the first capacitor C1 and the first resistor R1 can be directly connected in parallel to the charging port without the need for the seventh switch K7 to control the opening and closing.

[0116] Please refer to Figure 1-13When charging in direct current, if the eighth switch K8, the fifth switch K5, the third switch K3 and the first switch K1 are directly closed, the current directly flows from the charging port to the battery module, the current is large, and the battery module may be impacted. Therefore, in some embodiments of the present application, the charging system 100 can further include a fifth branch parallel to both ends of the fifth switch K5, and the fifth branch is provided with a second resistor R2 and a ninth switch K9 connected in series.

[0117] In this way, before connecting the direct current charging pile, the first switch K1, the third switch K3, the ninth switch K9 and the eighth switch K8 are closed first, the current flows to the battery module through the second resistor R2 first, the current is relatively small, and when the current in the circuit tends to be stable, the fifth switch K5 is closed and the ninth switch K9 is opened, the current is increased, and the charging efficiency is improved.

[0118] In some embodiments, the second resistor R2 and the ninth switch K9 serve as a buffer circuit of the fifth switch K5, and the buffer of the fifth switch K5 can also be realized in other ways. For example, a direct current-direct current (DC-DC) conversion circuit can be connected in parallel to the fifth switch K5. The DC-DC conversion circuit can output another direct current power source with different output characteristics after converting one direct current power source. This circuit can output fixed voltage or adjustable voltage direct current, thereby realizing the voltage stabilizing effect on the battery module.

[0119] Please refer to Figure 1-13 In some embodiments of the present application, the charging system 100 can further include a second capacitor C2 connected in parallel with the battery module.

[0120] In this way, when the battery is charging, the second capacitor C2 will absorb and store part of the electric energy, and when the battery is discharging or there is a transient large current demand in the circuit, the capacitor will release the stored electric energy, thereby playing a role in smoothing voltage fluctuations. At the same time, the second capacitor C2 can filter out high-frequency noise and interference from the power supply, ensuring that the battery receives stable direct current.

[0121] Since the ripple current of the boost charging and buck charging modes is large, please refer to Figure 14 , Figure 14 A circuit schematic diagram of a charging system 100 provided in an embodiment of the present application is shown in Figure 5. In some embodiments, when the motor L is an oil-cooled motor L, the charging system 100 can further include a winding inductive device L4 arranged between the motor L and the fourth switch K4, thereby reducing the temperature rise of the three-phase winding of the motor L and avoiding the risk of demagnetization caused by long-term temperature rise of the three-phase motor L.

[0122] The embodiment of the application further provides a vehicle which can comprise the charging system 100, and by controlling the closing and opening of the switching element, direct current charging, step-up charging, step-down charging and battery self-heating functions can be realized.

[0123] In some embodiments, the charging port is connected with a direct current charging pile to realize charging of the vehicle battery module by the charging pile.

[0124] In some embodiments, the vehicle can also serve as a discharging device to realize step-up or step-down charging of the battery of another electric vehicle. In this way, the vehicle can perform emergency rescue charging for an electric vehicle which is insufficient in power and has no charging pile around, and the voltage platform matching problem of the two electric vehicles does not need to be considered, and basically all electric vehicles on the market can be charged, so that the convenience of vehicle-to-vehicle rescue charging is greatly improved, and the user experience is improved.

[0125] In the description of the specification, specific features, structures, materials or characteristics can be combined in any one or more embodiments or examples in a suitable manner.

[0126] The above is only a specific implementation manner of the application, but the protection scope of the application is not limited to this, and any person skilled in the art can easily think of changes or replacements within the technical range disclosed by the application, which should be covered in the protection scope of the application. Therefore, the protection scope of the application should be subject to the protection scope of the claims.

Claims

1. A charging system, characterized in that: It includes a battery module, a charging port, an inverter and a motor (L); the charging port includes a positive electrode interface and a negative electrode interface, and the inverter includes an upper bridge arm (Q A ); the positive electrode interface is connected to the upper bridge arm (Q A ), the motor (L) and the positive electrode of the battery module are connected in series, and the negative electrode interface is connected to the negative electrode of the battery module.

2. The charging system according to claim 1, wherein: The first branch also includes a first branch, one end of which is connected to the negative electrode of the battery module, and the other end is connected to the upper bridge arm (Q A ) and the motor (L).

3. The charging system according to claim 1, wherein: It also includes a first switch (K1) connected between the negative electrode interface and the negative electrode of the battery module.

4. The charging system according to claim 2, wherein: The inverter further includes a lower bridge arm (Q B ).

5. The charging system according to claim 4, characterized in that: It also includes a second switch (K2) connected between the motor (L) and the battery module.

6. The charging system according to claim 5, characterized in that: It also includes a second branch, one end of which is connected to the negative electrode interface, and the other end of which is connected between the motor (L) and the second switch (K2).

7. The charging system according to claim 6, characterized in that Also includes a negative electrode connected to the battery module and the lower bridge arm (Q B ) between the third switch (K3).

8. The charging system according to claim 7, characterized in that: The third switch (K3) includes a relay.

9. The charging system according to claim 8, characterized in that It also includes a fourth switch (K4) arranged on the second branch.

10. The charging system according to claim 9, characterized in that: It also includes a third branch, one end of which is connected to the positive electrode interface, and the other end is connected to the positive electrode of the battery module.

11. The charging system according to claim 10, characterized in that: It also includes a fifth switch (K5) arranged on the third branch.

12. The charging system according to claim 11, characterized in that: The inverter is a multi-phase inverter, and the motor (L) is a multi-phase motor.

13. The charging system according to claim 11, wherein: The battery module comprises a first battery pack (U1) and a second battery pack (U2) arranged in series; The charging system further includes a fourth branch, one end of which is connected between the first battery pack (U1) and the second battery pack (U2), and the other end of which is connected between the motor (L) and the second switch (K2).

14. The charging system according to claim 13, wherein: It also includes a sixth switch (K6) arranged on the fourth branch.

15. The charging system according to claim 14, characterized in that It also includes a first capacitor (C1) and a first resistor (R1) arranged in parallel, and the first capacitor (C1) and the first resistor (R1) are connected in parallel with the charging port.

16. The charging system according to claim 15, characterized in that It also includes a seventh switch, which is connected in series with the first capacitor (C1) and is used to control the on and off of the first capacitor (C1).

17. The charging system according to claim 16, characterized in that It also includes an eighth switch (K8) connected between the charging port and the first capacitor (C1).

18. The charging system according to claim 11, wherein: The invention also includes a fifth branch, which is connected in parallel to both ends of the fifth switch (K5), and is provided with a second resistor (R2) and a ninth switch (K9) connected in series.

19. The charging system according to claim 1, wherein: It also includes a second capacitor (C2), which is connected in parallel with the battery module.

20. A vehicle, characterized in that: A charging system comprising the charging system according to any one of claims 1 to 19.

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