Power control system and vehicle

Abstract

The utility model provides a power control system and a vehicle, and belongs to the technical field of vehicles, the power control system comprises a driving motor, a motor controller, a rectifier module and a control module, and the driving motor comprises a first winding, a second winding and a third winding; the control module acquires current information of the charging terminal and controls the power control system to work in a first or second working mode based on the current information; in the first working mode, the other end of the third winding is connected with the motor controller; and in the second working mode, the other end of the third winding is disconnected from the motor controller. In the charging and driving modes, the driving motor and the motor controller are in the working state, and the driving motor and the motor controller can form a PFC circuit in the charging mode to correct the power factor, so that the utilization rate of the driving motor and the motor controller is improved, and the problem of resource waste is avoided. Secondly, charging and driving are achieved through a power control system, and the manufacturing cost and the overall size are reduced.

Description

TECHNICAL FIELD

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

[0002] New energy vehicles are generally configured with power batteries. When the vehicle is in a driving mode, the power battery provides a power source for the vehicle to enable the vehicle to operate normally. When the vehicle is in a charging mode, a non-vehicle-mounted charging system or a vehicle-mounted charger is used to charge the power battery.

[0003] However, the driving system and the charging system corresponding to the driving mode and the charging mode in the related art are two sets of systems that operate independently of each other, resulting in low utilization of vehicle-mounted devices, certain resource waste, and high manufacturing costs of the two sets of systems. UTILITY MODEL CONTENT

[0004] The present application provides a power control system and a vehicle, aiming to solve the problem that the driving system and the charging system corresponding to the driving mode and the charging mode are two sets of systems that operate independently of each other, resulting in low utilization of vehicle-mounted devices, certain resource waste, and high manufacturing costs of the two sets of systems.

[0005] In a first aspect, a power control system is provided, applied to a vehicle, the vehicle being configured with a charging terminal. The power control system includes a driving motor, a motor controller, a rectifier module, and a control module. The driving motor includes a first winding, a second winding, and a third winding. One end of the first winding, one end of the second winding, and one end of the third winding are connected to each other to form a common node. The common node and the other end of the third winding are connected to the charging terminal. The motor controller is connected to the other end of the first winding, the other end of the second winding, and the other end of the third winding. The rectifier module is connected to the motor controller and a high-voltage battery. The control module is connected to the driving motor, the motor controller, the rectifier module, and the charging terminal. The control module is configured to obtain current information of the charging terminal and control the power control system to operate in a first working mode or a second working mode based on the current information. In the first working mode, the control module controls the other end of the third winding to be connected to the motor controller, the rectifier module is bypassed, the high-voltage battery outputs a voltage to the driving motor, and the charging terminal does not output a voltage. In the second working mode, the control module controls the other end of the third winding to be disconnected from the motor controller, the driving motor and the motor controller form a power factor correction circuit, the rectifier module operates, and the charging terminal outputs a voltage to the high-voltage battery through the driving motor, the motor controller, and the rectifier module.

[0006] In the technical solution, the control module can acquire the current information of the charging terminal in real time, determine the working mode of the power control system based on the current information, and adjust the connection state between the third winding and the motor controller and the working state of the rectifier module correspondingly, so that the adjustment and control of the working mode of the power control system are realized, and the flexibility of the adjustment is high. In this way, the application can realize charging and driving based on a set of power control system, without the need to set an independently operated driving system and a charging system, thereby reducing the manufacturing cost, reducing the occupied area of the power control system in the vehicle, reducing the volume of the vehicle, and reducing the weight of the vehicle, thereby improving the power density level, efficiency and performance of the vehicle. In addition, in the first working mode and the second working mode, the driving motor and the motor controller are in the working state, and the driving motor and the motor controller can form a PFC circuit in the second working mode to correct the power factor, thereby reducing the loss of reactive power, improving the overall efficiency of the power control system, improving the charging reliability of the high-voltage battery and the overall power utilization, and further improving the utilization rate of the driving motor and the motor controller, without the need to set an additional PFC circuit, thereby avoiding the problem of resource waste.

[0007] In combination with the first aspect, in some possible implementation manners, the driving motor further includes a first switching unit, a first end of the first switching unit is connected with the other end of the third winding, a second end of the first switching unit is connected with the motor controller and the charging terminal, and a controlled end of the first switching unit is connected with the control module; in the first working mode, the control module controls the first switching unit to be turned on; and in the second working mode, the control module controls the first switching unit to be turned off.

[0008] In the technical solution, the control module can control the on-off state of the first switching unit, so as to accurately control the connection state between the third winding and the motor controller, and the control safety and flexibility are high.

[0009] In combination with the first aspect and the implementation manners, in some possible implementation manners, the power control system further includes a filtering module, the filtering module is connected with the charging terminal, the common node and the second end of the first switching unit.

[0010] In the technical solution, the alternating current may be disturbed in the transmission process, and harmonics may be generated. The filtering module can filter out these high-frequency harmonics to reduce the distortion of the voltage and current waveforms, thereby protecting other electrical equipment in the power control system from being damaged. At the same time, the filtering module can effectively suppress and filter out electromagnetic interference signals generated in the circuit of the power control system, and protect other sensitive electronic equipment inside the vehicle from the influence of external electromagnetic noise.

[0011] In some possible implementation manners, in combination with the first aspect and the foregoing implementation manners, the control module comprises a detection unit and a master control unit; the detection unit is connected with the charging terminal, and the detection unit is configured to detect current information of the charging terminal and generate a detection signal; the master control unit is connected with the driving motor, the motor controller, the rectification module, and the detection unit, and the master control unit is configured to receive the detection signal and control the power control system to work in the first working mode or the second working mode based on the detection signal.

[0012] In the foregoing technical solution, the detection unit can detect the current information of the charging terminal in real time and send a detection signal corresponding to the current information to the master control unit, and the detection precision is high. The master control unit can obtain the working mode of the current power control system in real time based on the detection signal, and control the power control system to work in the corresponding working mode, so that the adjustment flexibility and control precision are high.

[0013] In some possible implementation manners, in combination with the first aspect and the foregoing implementation manners, the rectification module comprises a full-bridge topology unit and a second switch unit; the first end and the second end of the full-bridge topology unit are connected with the high-voltage battery, and the third end and the fourth end of the full-bridge topology unit are connected with the motor controller; the first end of the second switch unit is connected with the first end of the full-bridge topology unit, the second end of the second switch unit is connected with the third end of the full-bridge topology unit, and the controlled end of the second switch unit is connected with the control module; in the first working mode, the control module controls the second switch unit to be turned on, so that the full-bridge topology unit is bypassed; and in the second working mode, the control module controls the second switch unit to be turned off, and the full-bridge topology unit works.

[0014] In the foregoing technical solution, the control module can accurately control the working state of the full-bridge topology unit by controlling the on-off state of the second switch unit, and the control safety and flexibility are high.

[0015] In some possible implementation manners, in combination with the first aspect and the foregoing implementation manners, the power control system further comprises a transformer and a direct-current conversion module; the primary coil of the transformer is connected with the fifth end and the sixth end of the full-bridge topology unit; one end of the direct-current conversion module is connected with the secondary coil of the transformer, and the other end of the direct-current conversion module is connected with the low-voltage battery.

[0016] In the foregoing technical solution, in the second working mode, the direct current converted by the PFC circuit is matched in voltage through the boost-buck circuit composed of the full-bridge topology unit and the primary coil of the transformer, so that the direct current output from the full-bridge topology unit to the high-voltage battery can be suitable for the high-voltage battery, thereby avoiding the problems of overcharging or insufficient charging caused by the voltage provided by the external alternating power supply, and ensuring the charging reliability of the high-voltage battery.

[0017] In some possible implementation manners, in combination with the first aspect and the foregoing implementation manners, the direct current conversion module comprises a voltage reduction unit, a first switch tube and a second switch tube; a first end of the voltage reduction unit is connected with the low-voltage battery; a first end of the first switch tube is connected with a second end of the voltage reduction unit, a second end of the first switch tube is connected with the secondary coil of the transformer, and a controlled end of the first switch tube is connected with the control module; a first end of the second switch tube is connected with a third end of the voltage reduction unit, a second end of the second switch tube is connected with the secondary coil of the transformer, and a controlled end of the second switch tube is connected with the control module.

[0018] In the foregoing technical solution, the power control system can complete the driving mode and the charging mode in time sharing, and reliably supplies power to the low-voltage battery and the low-voltage electrical equipment through the direct current conversion module, thereby ensuring the operation reliability of the low-voltage battery and the low-voltage electrical equipment.

[0019] In some possible implementation manners, in combination with the first aspect and the foregoing implementation manners, the power control system further comprises a pre-charging module and a first capacitor; one end of the pre-charging module is connected with the positive electrode of the high-voltage battery; a first plate of the first capacitor is connected with the other end of the pre-charging module and the rectification module, and a second plate of the first capacitor is connected with the negative electrode of the high-voltage battery.

[0020] In the foregoing technical solution, the pre-charging module can pre-charge the first capacitor, thereby improving the safety of the connection of the charging terminal and the alternating current power supply and the output voltage of the high-voltage battery, and further ensuring the operation reliability of the power control system.

[0021] In some possible implementation manners, in combination with the first aspect and the foregoing implementation manners, the pre-charging module comprises a resistor, a third switch unit and a fourth switch unit; one end of the resistor is connected with the positive electrode of the high-voltage battery; a first end of the third switch unit is connected with the other end of the resistor, a second end of the third switch unit is connected with the first plate of the first capacitor, and a controlled end of the third switch unit is connected with the control module; a first end of the fourth switch unit is connected with the positive electrode of the high-voltage battery, a second end of the fourth switch unit is connected with the first plate of the first capacitor and the rectification module, and a controlled end of the fourth switch unit is connected with the control module.

[0022] In the second aspect, the embodiments of the present application provide a vehicle, comprising a high-voltage battery, a low-voltage battery and the power control system of any one of the optional manners of the first aspect, and the power control system is connected with the high-voltage battery and the low-voltage battery respectively. BRIEF DESCRIPTION OF DRAWINGS

[0023] Figure 1 FIG. 1 is a module structure schematic diagram of a power control system provided by the embodiments of the present application;

[0024] Figure 2 FIG. 2 is a circuit structure schematic diagram of a power control system provided by the embodiments of the present application.

[0025] Figure 3 is another circuit structure schematic diagram of a power control system provided by an embodiment of the present application;

[0026] Figure 4 is another circuit structure schematic diagram of a power control system provided by an embodiment of the present application;

[0027] Figure 5 is another circuit structure schematic diagram of a power control system provided by an embodiment of the present application;

[0028] Figure 6 is another circuit structure schematic diagram of a power control system provided by an embodiment of the present application;

[0029] Figure 7 is another circuit structure schematic diagram of a power control system provided by an embodiment of the present application;

[0030] Figure 8 is another circuit structure schematic diagram of a power control system provided by an embodiment of the present application;

[0031] Figure 9 is another circuit structure schematic diagram of a power control system provided by an embodiment of the present application;

[0032] Figure 10 is another circuit structure schematic diagram of a power control system provided by an embodiment of the present application.

[0033] In the drawings, various reference numerals represent various objects:

[0034] 1, power control system; 11, driving motor; 111, first switch unit; 12, motor controller; 13, rectification module; 131, full-bridge topology unit; 132, second switch unit; 14, control module; 141, detection unit; 142, main control unit; 143, first driving unit; 144, second driving unit; 145, third driving unit; 146, fourth driving unit; 15, filter module; 16, direct current conversion module; 161, voltage reduction unit; 17, pre-charge module; 171, third switch unit; 172, fourth switch unit; 2, high-voltage battery; 3, charging terminal; 4, low-voltage battery;

[0035] U, first winding; V, second winding; W, third winding; A, common node; T, transformer; Q1, first switch tube; Q2, second switch tube; B, connection point; C1, first capacitor; C2, second capacitor; R, resistor. DETAILED DESCRIPTION

[0036] The technical solutions in the present application will be described clearly and exhaustively in combination with the drawings. In the description of the embodiments of the present application, unless otherwise specified, " / " represents the meaning of or, for example, A / B can represent A or B: "and / or" in the text is only a description of the association relationship of the associated objects, which means that there can be three relationships, for example, A and / or B, which can represent: A exists alone, A and B exist together, and B exists alone, and in addition, in the description of the embodiments of the present application, "multiple" means two or more than two.

[0037] Hereinafter, the terms "first", "second" are only for descriptive purposes, and cannot be understood as implying or implying relative importance or implicitly indicating the number of indicated technical features. Therefore, the features defined with "first", "second" can explicitly or implicitly include one or more of the features.

[0038] At present, new energy vehicles replace internal combustion engine vehicles and are widely used in various scenes. Compared with internal combustion engine vehicles, new energy vehicles produce less noise during driving and do not directly emit exhaust gas, and have higher environmental protection. At the same time, the new energy vehicles are more intelligent, have higher energy conversion efficiency, and have lower maintenance cost, so more and more people begin to use new energy vehicles as a means of transportation. New energy vehicles are usually configured with power batteries to provide power sources for vehicles and driving motors. For example, the power battery outputs direct current to the motor, and the motor controller (MCU) converts the direct current provided by the power battery into three-phase alternating current for driving the motor to run according to the target torque and speed sent by the vehicle control unit (VCU), so as to control the motor to complete functions such as starting, accelerating and decelerating, braking, energy recovery, etc., thereby ensuring the normal operation of the vehicle.

[0039] Two sets of electrical systems, high-voltage and low-voltage, are usually configured in a new energy vehicle. The high-voltage electrical system is provided with a high-voltage battery (for example, a power battery), which is used to supply power to high-power electrical equipment (for example, a motor) in the vehicle to drive the vehicle to keep normal driving. At the same time, the power battery is also used to charge a low-voltage battery in the vehicle under the control of a vehicle controller, and the charging voltage is usually about several hundred volts. The low-voltage electrical system is provided with a low-voltage battery (for example, a 12V storage battery) and a direct current converter (DCDC), which can convert high-voltage power of the high-voltage battery into low-voltage power to meet the transmission / control of signals in the vehicle, for example, the low-voltage power can be used to supply power to the signal / control part in the electronic control unit (ECU) of the motor controller, the vehicle controller, the battery management system (BMS), the on-board charger (OBC), the vehicle entertainment system, and the lighting system, etc., to meet the transmission / control of signals in these electronic devices.

[0040] When the vehicle is in driving mode, the high-voltage battery provides a power source for the vehicle to keep normal operation. When the vehicle is in charging mode, the power battery is charged by a non-vehicle charging system or an on-board charger. The non-vehicle charging system is integrated in a charging pile or a large charger, which is usually installed in a fixed place such as a parking lot or a garage. The non-vehicle charging system can output direct current to charge the high-voltage battery, and the charging speed is fast, but the charging place is limited. In order to make charging more convenient, the on-board charger can make the vehicle no longer rely on the charging pile. The on-board charger is usually directly installed on the vehicle. After the vehicle is connected to three-phase or single-phase alternating current, the on-board charging system can convert the three-phase or single-phase alternating current into direct current to charge the high-voltage battery. The charging power level is low, and the charging time is long, which is usually only suitable for vehicles in idle state.

[0041] Currently, the driving system and the charging system corresponding to the driving mode and the charging mode in the vehicle in the related technology are two sets of systems running independently, that is, the inverter, the motor and the motor controller and other components in the vehicle run in the driving mode, when the high-voltage battery energy is insufficient, the high-voltage battery is charged by the charging system (that is, an independent set of vehicle-mounted charging system), and the direct current converter is the same. In this way, the utilization rate of the vehicle-mounted equipment (such as the motor, the motor controller and the like) is low, there is a certain waste of resources, and the driving system and the charging system occupy a large area in the vehicle, which leads to an increase in the volume, weight and manufacturing cost of the vehicle, and a larger driving force is needed to achieve the same acceleration or driving performance, thereby leading to a lower power density level of the vehicle.

[0042] Therefore, the embodiment of the present application provides a power control system and a vehicle, which can realize charging and driving based on one set of power control system, thereby reducing the manufacturing cost and the volume. In addition, the driving motor and the motor controller are in working state in the charging mode and the driving mode, and the driving motor and the motor controller can also form a PFC circuit in the second working mode to correct the power factor, thereby improving the utilization rate of the driving motor and the motor controller and avoiding the problem of resource waste.

[0043] The power control system and the vehicle provided by the embodiment of the present application will be described below with reference to the accompanying drawings.

[0044] The embodiment of the present application provides a vehicle, in one example, as shown in Figure 1 The vehicle is provided with a power control system 1, a high-voltage battery 2 and a charging terminal 3. The power control system 1 is connected with the high-voltage battery 2 and the charging terminal 3. When the vehicle needs to be in the driving mode, the power control system 1 can make the high-voltage battery 2 provide power source for the vehicle to enable the vehicle to operate normally. When the vehicle needs to be in the charging mode, the charging terminal 3 charges the high-voltage battery 2 through the power control system 1, that is, the vehicle provided by the present application can realize charging and driving through one power control system 1. Here, it can be understood that the charging terminal 3 is an interface configured on the vehicle, and the vehicle can be externally connected to the charging power supply through the charging terminal 3 to charge the high-voltage battery 2 in the vehicle.

[0045] In order to enable the present application to realize charging and driving based on one set of power control system 1, in one example, as shown in Figure 2As shown, the power control system 1 can include a drive motor 11, a motor controller 12, a rectifier module 13 and a control module 14, the drive motor 11 includes a first winding U, a second winding V and a third winding W, one end of the first winding U, one end of the second winding V and one end of the third winding W are connected to form a common node A, the common node A and the other end of the third winding W are connected with the charging terminal 3, the motor controller 12 is connected with the other end of the first winding U, the other end of the second winding V and the other end of the third winding W, the rectifier module 13 is connected with the motor controller 11 and the high-voltage battery 2, and the control module 14 is connected with the drive motor 11, the motor controller 12, the rectifier module 13 and the charging terminal 3.

[0046] Here, it is worth noting that the charging terminal 3 in the present application is a two-phase alternating current terminal, that is, the charging terminal 3 is connected with a two-phase alternating current power supply, and the charging terminal 3 will supply one phase (for example, as shown in L1) to the drive motor 11 for power supply, that is, in the second working mode, the drive motor 1 is connected with a single-phase alternating current, and the other phase (for example, as shown in L1) is connected with devices other than the drive motor 11 (for example, the motor controller 12). Figure 2 Figure 2 Here, it is worth noting that the charging terminal 3 in the present application is a two-phase alternating current terminal, that is, the charging terminal 3 is connected with a two-phase alternating current power supply, and the charging terminal 3 will supply one phase (for example, as shown in L1) to the drive motor 11 for power supply, that is, in the second working mode, the drive motor 1 is connected with a single-phase alternating current, and the other phase (for example, as shown in L1) is connected with devices other than the drive motor 11 (for example, the motor controller 12).

[0047] In this example, the control module 14 is used to obtain current information of the charging terminal 3, and determine the working mode currently required by the power control system 1 based on the current information, so as to control the power control system 1 to work in the corresponding working mode, thereby ensuring the working reliability of the power control system 1. Here, it is worth noting that the working mode of the power control system 1 usually includes a first working mode and a second working mode, wherein the first working mode is a driving mode, at this time the high-voltage battery 2 outputs alternating current to the drive motor 11 to drive the drive motor 11 to work; the second working mode is a charging mode, at this time the high-voltage battery 2 needs to be charged through the charging terminal 3.

[0048] ​For example, when the current information acquired by the control module 14 indicates that there is no current at the charging terminal 3 at this time, the control module 14 determines, according to the current information, that the charging terminal 3 is not connected with the charging power supply at this time, i.e., the control module 14 determines that the power control system 1 currently needs to execute the first working mode (i.e., the driving mode) at this time. In the first working mode, the control module 14 controls the other end of the third winding W to be connected with the motor controller 12, and controls the rectifier module 13 to be bypassed, so that the high-voltage battery 2 can output a voltage to the driving motor 11, to make the power control system 1 work in the first working mode. It should be noted that when the other end of the third winding W is connected with the motor controller 12, the two-phase alternating current output by the charging terminal 3 cannot form a complete loop, resulting in no current at the charging terminal 3, i.e., the charging terminal 3 does not output a voltage at this time, and thus cannot provide power for the equipment, thereby avoiding the problem that when the high-voltage battery 2 outputs a voltage to the driving motor 11 in the first working mode, the charging terminal 3 also outputs power, resulting in system failure. In this way, by controlling the other end of the third winding W to be connected with the motor controller 12, the control module 14 not only provides a power transmission path for the high-voltage battery 2, but also makes the charging terminal 3 not output a voltage, to improve the stability of the power control system 1 when working in the first working mode.

[0049] Optionally, in order to further improve the stability of the power control system 1 when working in the first working mode, a charging relay can also be added between the common node A of the driving motor 11 and the charging terminal 3, and controlled by the control module 14. In the first working mode, the control module 14 also controls the charging relay to be synchronously turned off, so that the driving motor 11 is disconnected with the charging terminal 3, thereby further improving the stability of the power control system 1 when working in the first working mode.

[0050] For example, when the current information acquired by the control module 14 indicates that there is current at the charging terminal 3 at this time, the control module 14 determines, according to the current information, that the charging terminal 3 is connected with the charging power supply at this time, i.e., the control module 14 determines that the power control system 1 currently needs to execute the second working mode (i.e., the charging mode) at this time. In the second working mode, the control module 14 controls the other end of the third winding W to be disconnected with the motor controller 12, at this time, the first winding U and the second winding V in the driving motor 11 form a power factor correction circuit (PFC) together with the motor controller 12, and the control module 14 controls the rectifier module 13 to work, so that the charging terminal 3 outputs a voltage to the high-voltage battery 2 through the driving motor 11, the motor controller 12 and the rectifier module 13, to make the power control system 1 work in the second working mode.

[0051] It is worth mentioning that the reactive power will cause the power factor of the power grid (i.e. single-phase alternating power supply) to decrease, which does not meet the power grid standard, and the driving motor 11 is a nonlinear load, which will cause the input current waveform provided by the charging terminal 3 to be distorted in the second working mode, thereby generating harmonics, which not only increases the loss of the power grid, but also causes interference to the normal work of other circuit modules in the power control system 1. Therefore, in the second working mode, the first winding U, the second winding V in the driving motor 11 and the motor controller 12 of the present application can form a PFC circuit together, at this time, the alternating current provided by the charging terminal 3 will be converted into direct current through the PFC circuit formed by the driving motor 11 and the motor controller 12, and then the voltage is output to the high-voltage battery 2 through the rectifier module 13. In this way, the input current provided by the charging terminal 3 can be adjusted through the PFC circuit, so that the input current and the input voltage are in phase, thereby correcting the power factor to reduce the loss of the reactive power, thereby improving the overall efficiency of the power control system 1, and the PFC circuit can also reduce the harmonic components in the input current provided by the charging terminal 3, thereby reducing the loss of the power grid, thereby improving the charging reliability of the high-voltage battery 2 and the overall power utilization rate. Secondly, the PFC circuit can also reduce electromagnetic interference (EMI), thereby improving the electromagnetic compatibility (EMC) of the power control system 1, thereby improving the working stability of the entire power control system 1, thereby improving the operation reliability of the vehicle.

[0052] In this example, the control module 14 can obtain the current information of the charging terminal 3 in real time to determine the working mode of the power control system 1 based on the current information, and adjust the connection state between the third winding W and the motor controller 12 and the working state of the rectifier module 13 correspondingly, so as to realize the adjustment and control of the working mode of the power control system 1, and the adjustment flexibility is high. In this way, the application can realize charging and driving based on a set of power control system 1, without the need to set up an independently running driving system and a charging system, thereby reducing the manufacturing cost, and at the same time, reducing the occupied area of the power control system 1 in the vehicle, thereby reducing the volume of the vehicle and the weight of the vehicle, and further improving the power density level, efficiency and performance of the vehicle. Secondly, in the first working mode and the second working mode, the driving motor 11 and the motor controller 12 are in working state, and the driving motor 11 and the motor controller 12 can form a PFC circuit in the second working mode to correct the power factor, thereby reducing the loss of reactive power and improving the overall efficiency of the power control system 1, to improve the charging reliability of the high-voltage battery 2 and the overall power utilization rate, and further improve the utilization rate of the driving motor 11 and the motor controller 12, without the need to set up an additional PFC circuit, thereby avoiding the problem of resource waste.

[0053] In order to enable the control module 14 to accurately control the connection state between the third winding W and the motor controller 12, in one example, as shown in Figure 3 The driving motor 11 further includes a first switching unit 111, one end of the first switching unit 111 is connected with the other end of the third winding W, the second end of the first switching unit 111 is connected with the motor controller 12 and the charging terminal 3, and the controlled end of the first switching unit 111 is connected with the control module 14.

[0054] For example, in the first working mode, the control module 14 controls the first switching unit 111 to be conductive, so that the other end of the third winding W is connected with the motor controller 12, at this time, one end of the first winding U, one end of the second winding V and one end of the third winding W are connected with each other at the common node A, and the motor controller 12 will convert the direct current provided by the high-voltage battery 2 into three-phase alternating current to drive the driving motor 11 to run, so that the power control system 1 works in the first working mode. In the second working mode, the control module 14 controls the first switching unit 111 to be non-conductive, so that the other end of the third winding W is disconnected from the motor controller 12, at this time, the first winding U and the second winding V in the driving motor 11 form a PFC circuit with the motor controller 12 as an inductor to correct the power factor and reduce the loss of reactive power, thereby improving the overall power utilization rate.

[0055] In this example, the control module 14 can control the on-off state of the first switching unit 111, so as to precisely control the connection state between the third winding W and the motor controller 12, and the control safety and flexibility are high.

[0056] Optionally, the first switching unit 111 can be a switch, an N-type metal oxide semiconductor (NMOS) field effect transistor, a P-type metal oxide semiconductor (PMOS) field effect transistor, an insulated gate bipolar transistor (IGBT), a transistor, a relay circuit, or other devices or circuits capable of realizing the on-off function, and the present application does not make specific limitations.

[0057] In one example, as shown in Figure 4 The power control system 1 further includes a filtering module 15 connected with the charging terminal 3, the common node A and the second end of the first switching unit 111. The alternating current may be disturbed during transmission and generate harmonics. The filtering module 15 can filter out these high-frequency harmonics to reduce the distortion of voltage and current waveforms, thereby protecting other electrical equipment in the power control system 1 from damage. At the same time, the filtering module 15 can also effectively suppress and filter out electromagnetic interference signals generated in the circuit of the power control system 1, and protect other sensitive electronic equipment inside the vehicle from the influence of external electromagnetic noise.

[0058] Optionally, the filtering module 15 can be an electromagnetic interference filter (EMI filter) or other circuits or devices capable of achieving the above functions, and the present application does not make specific limitations.

[0059] In order to realize real-time and accurate detection of the current information of the charging terminal 3, in one example, as shown in Figure 5 The control module 14 includes a detection unit 141 and a main control unit 142. The detection unit 141 is connected with the charging terminal 3 and is used to detect the current information of the charging terminal 3 and generate a detection signal. The main control unit 142 is connected with the driving motor 11, the motor controller 12, the rectifier module 13 and the detection unit 141, and is used to receive the detection signal and control the power control system 1 to work in the first working mode or the second working mode based on the detection signal.

[0060] In this example, when the detection unit 141 detects that the charging terminal 3 has no current, the detection unit 141 sends a detection signal indicating that the charging terminal 3 has no current to the main control unit 142; when the detection unit 141 detects that the charging terminal 3 has current, the detection unit 141 sends a detection signal indicating that the charging terminal 3 has current to the main control unit 142, the main control unit 142 can determine the working mode of the power control system 1 based on different detection signals, and control the power control system 1 to work in the corresponding working mode based on the detection signal. The detection unit 141 can detect the current information of the charging terminal 3 in real time and send the detection signal corresponding to the current information to the main control unit 142, which has high detection accuracy. The main control unit 142 can obtain the working mode of the power control system 1 in real time based on the detection signal, and control the power control system 1 to work in the corresponding working mode, which has high flexibility and control accuracy.

[0061] Optionally, the detection unit 141 can be a current transformer (CT), a Hall Effect Sensor, an Optocoupler, or other circuits or devices that can achieve the above functions, which are not limited in this application.

[0062] Optionally, the main control unit 142 can be a microcontroller unit (MCU), or can be reused as other control units in the vehicle, which are not limited in this application.

[0063] Please refer to Figure 2 to Figure 5 As shown in FIG. 12, the motor controller 12 is composed of multiple groups of insulated gate bipolar transistors (IGBTs), and the multiple IGBTs are respectively connected with the first winding U, the second winding V of the driving motor 11 and the second end of the first switch unit 111. In the first working mode, the multiple IGBTs convert the direct current provided by the high-voltage battery 2 into three-phase alternating current to drive the driving motor 11 to run; in the second working mode, the first winding U and the second winding V are used as inductors together with the multiple IGBTs to form a PFC circuit to correct the power factor, thereby reducing the loss of reactive power and improving the overall efficiency of the power control system 1, so as to improve the charging reliability of the high-voltage battery 2 and the overall power utilization rate.

[0064] The IGBTs in the motor controller 12 can support large current and high voltage, and are easy to switch. When the switching units in the motor controller 12 are IGBTs, the stability of the IGBTs and the current on the connection line of the driving motor 11 can be ensured, and the IGBTs are easy to switch, which is convenient for operation, so that the flexibility of high-frequency on-off is higher. The motor controller 12 can also use relays or other circuits with switching function. The application does not make specific limitations.

[0065] In order to realize accurate control of the plurality of IGBTs in the motor controller 12, in an example, as shown in Figure 5 The control module 14 can further include a first driving unit 143 connected with the master control unit 142 and the motor controller 12. It can be understood that the first driving unit 143 is connected with the controlled ends of the plurality of IGBTs in the motor controller 12. The master control unit 142 can determine the working mode of the power control system 1 based on the current information, and realize accurate control of the plurality of IGBTs through the first driving unit 143, so as to ensure the reliability of the power control system 1 working in the corresponding working mode.

[0066] Correspondingly, in order to realize accurate control of the first switching unit 11, as shown in Figure 5 The control module 14 can further include a second driving unit 144 connected with the master control unit 142 and the controlled end of the first switching unit 11. The master control unit 142 can determine the working mode of the power control system 1 based on the current information, and realize accurate control of the on-off state of the first switching unit 11 through the second driving unit 144, so as to ensure the reliability of the power control system 1 working in the corresponding working mode.

[0067] In order to realize flexible control of the working state of the rectifier module 13, in an example, as shown in Figure 6 The rectifier module 13 includes a full-bridge topology unit 131 and a second switching unit 132. The first end and the second end of the full-bridge topology unit 131 are connected with the high-voltage battery 2. The third end and the fourth end of the full-bridge topology unit 132 are connected with the motor controller 12. The first end of the second switching unit 132 is connected with the first end of the full-bridge topology unit 131. The second end of the second switching unit 132 is connected with the third end of the full-bridge topology unit 131. The controlled end of the second switching unit 132 is connected with the control module 14.

[0068] In order to realize accurate control of the second switching unit 132, as shown in Figure 6As shown, the control module 14 can further include a third driving unit 145 connected with the master control unit 142, the full-bridge topology unit 131 and the second switch unit 132. It can be understood that the third driving unit 145 is connected with the controlled ends of the plurality of switches in the full-bridge topology unit 131. The master control unit 142 can determine the working mode of the power control system 1 based on the detection signal, and precisely control the on-off of the second switch unit 132 and the on-off of the switches in the full-bridge topology unit 131 through the third driving unit 145, so as to ensure the reliability of the power control system 1 working in the corresponding working mode.

[0069] In the first working mode, the control module 14 controls the second switch unit 132 to be turned on, so that the full-bridge topology unit 131 is bypassed, that is, in the driving mode, the full-bridge topology unit 131 does not participate in the driving process between the high-voltage battery 2 and the driving motor 11. In the second working mode, the control module 14 controls the second switch unit 132 to be turned off, and the full-bridge topology unit 131 works, that is, in the charging mode, the full-bridge topology unit 131 participates in the charging process between the charging terminal 3 and the high-voltage battery 2. In this way, the control module 14 can precisely control the working state of the full-bridge topology unit 131 by controlling the on-off of the second switch unit 132, and the control safety and flexibility are higher.

[0070] Optionally, as shown in Figure 6 The full-bridge topology unit 131 can be a full-bridge circuit (Full Bridge) composed of four switch devices, and the four switch devices are symmetrically arranged between the positive and negative electrodes of the high-voltage battery to realize bidirectional conversion of electric energy. The controlled ends of the four switch devices are connected with the third driving unit 145.

[0071] In one example, as shown in Figure 7 The power control system 1 further includes a transformer T and a direct current conversion module 16. The primary coil of the transformer T is connected with the fifth end and the sixth end of the full-bridge topology unit 131. One end of the direct current conversion module 16 is connected with the secondary coil of the transformer T, and the other end of the direct current conversion module 16 is connected with the low-voltage battery 4.

[0072] In the first working mode, the control module 14 (i.e., the master control unit 142) controls the first switch unit 111 to be turned on, so that the driving motor 11 operates normally as a motor, and controls the second switch unit 132 to be turned on, so that the full-bridge topology unit 131 is bypassed. The high-voltage battery 2 outputs voltage to the driving motor 11 through the second switch unit 132, and at the same time, the motor controller 12 converts the direct current provided by the high-voltage battery 2 into three-phase alternating current in accordance with the target torque and speed sent by the first driving unit 143, so as to control the driving motor 11 to complete functions such as starting, acceleration and deceleration, braking, energy recovery, etc., thereby ensuring the normal operation of the vehicle. At this time, the full-bridge topology unit 131 does not participate in the driving process between the high-voltage battery 2 and the driving motor 11, but forms a phase-shifted full-bridge circuit with the transformer T and the direct current conversion module 16 to charge the low-voltage battery 4.

[0073] In the second working mode, the control module 14 controls the first switch unit 111 to be turned off, at this time, the first winding U and the second winding V work as inductors together with a plurality of IGBTs in the motor controller 12 to form a PFC circuit, and the control module 14 controls the second switch unit 132 to be turned off, so that the full-bridge topology unit 131 works, that is, the full-bridge topology unit 131 participates in the charging process between the charging terminal 3 and the high-voltage battery 2. The alternating current provided by the single-phase alternating current power supply is converted into direct current after passing through the PFC circuit. In order to make the converted direct current match the ideal charging voltage of the high-voltage battery 2, the direct current passes through the boost-buck circuit composed of the full-bridge topology unit 131 and the primary coil of the transformer T to realize voltage matching, so that the direct current output from the full-bridge topology unit 131 to the high-voltage battery 2 can be suitable for the high-voltage battery 2, thereby avoiding the problems of overcharging or insufficient charging caused by the voltage provided by the external alternating current power supply, and ensuring the charging reliability of the high-voltage battery 2.

[0074] Here, it is worth noting that in the first working mode and the second working mode, the master control unit 142 controls the first driving unit 143, the second driving unit 144 and the third driving unit 145 according to the preset control logic, so as to control the on-off of the corresponding switches in the motor controller 12, the first switch unit 111, the second switch unit 132 and the full-bridge topology unit 131, so as to realize the functions of power factor correction and direct current conversion, so that the motor controller 12, the first switch unit 111, the second switch unit 132 and the full-bridge topology unit 131 can work in the current working mode. For this reason, no further description is given.

[0075] In one example, as Figure 8As shown, the direct current conversion module 16 can include a voltage reduction unit 161, a first switch Q1 and a second switch Q2. The first end of the voltage reduction unit 161 is connected with the low-voltage battery 4. The first end of the first switch Q1 is connected with the second end of the voltage reduction unit 161. The second end of the first switch Q1 is connected with the secondary coil of the transformer T. The controlled end of the first switch Q1 is connected with the control module 14. The first end of the second switch Q2 is connected with the third end of the voltage reduction unit 161. The second end of the second switch Q2 is connected with the secondary coil of the transformer T. The controlled end of the second switch Q2 is connected with the control module 14.

[0076] To avoid the conflict between the circuit for charging the low-voltage battery 4 by the boost-buck circuit composed of the full-bridge topology unit 131 and the primary coil of the transformer T and the circuit for charging the low-voltage battery 4 via the transformer T in the second working mode, resulting in the charging failure of the low-voltage battery 4, the transformation ratio of the transformer T is set to a high value, i.e., the turns ratio of the primary coil and the secondary coil of the transformer T is designed to be relatively large. In this way, under the condition that the lowest voltage is received by the primary coil of the transformer T, the voltage of the secondary coil after the boosting of the transformer T can still reach or exceed the lowest working voltage required by the low-voltage battery 4 connected therewith, for example, the voltage value of the connection point B of the first switch Q1 and the second switch Q2 in the second working mode is not less than the required voltage for charging the low-voltage battery 4. If the voltage after the boosting of the transformer T is too high, the voltage can be reduced to the voltage required for the working of the low-voltage battery 4 via the voltage reduction unit 161, so as to realize the voltage matching. In this way, even if the voltage of the primary coil of the transformer T fluctuates, the voltage delivered to the low-voltage battery 4 and the low-voltage electrical equipment is sufficient to maintain the normal charging or power supply of the low-voltage battery 4 and the low-voltage electrical equipment, avoid the situation that the charging efficiency is low or the equipment cannot normally operate due to the insufficient voltage, and improve the charging and power supply reliability of the low-voltage battery 4. It is worth noting that the transformation ratio of the transformer T set to a high value can also be applied to the first working mode.

[0077] In this example, the power control system 1 provided by the present application can complete the driving mode and the charging mode in time-sharing manner, and reliably supply power to the low-voltage battery 4 and the low-voltage electrical equipment, so as to ensure the operation reliability of the low-voltage battery 4 and the low-voltage electrical equipment.

[0078] For example, the power control system 1 provided by the present application can be applied to the low-voltage battery 4 and the low-voltage electrical equipment in the following fields. Figure 8As shown, the voltage reduction unit 161 can be a step-down converter (BUCK), and the voltage reduction unit 161 includes a second capacitor C2, an inductor L, a third switch Q3, and a fourth switch Q4. The first plate of the second capacitor C2 is connected with one end of the inductor L and the low-voltage battery 4. The other end of the inductor L is connected with the first end of the third switch Q3 and the first end of the fourth switch Q4. The second end of the third switch Q3 is connected with the first end of the first switch Q1 and the first end of the second switch Q2. The second end of the fourth switch Q4 is connected with the secondary coil of the transformer T, the second plate of the second capacitor C2, and the low-voltage battery 4.

[0079] In the first working mode, the control module 14 controls the third switch Q3 and the fourth switch Q4 to be always on, so that the full-bridge topology unit 131, the transformer T, the first switch Q1, and the second switch Q2 form a phase-shifted full-bridge circuit to charge the low-voltage battery 4.

[0080] In order to accurately control the on-off of the first switch Q1, the second switch Q2, the third switch Q3, and the fourth switch Q4 in the direct current conversion module 16, in one example, as shown in Figure 8 As shown, the control module 14 can further include a fourth driving unit 146 connected with the master control unit 142 and the direct current conversion module 16. It can be understood that the fourth driving unit 146 is connected with the controlled ends of the first switch Q1, the second switch Q2, the third switch Q3, and the fourth switch Q4 in the direct current conversion module 16. The master control unit 142 can determine the working mode of the power control system 1 based on the current information, and accurately control the on-off of the first switch Q1, the second switch Q2, the third switch Q3, and the fourth switch Q4 through the fourth driving unit 146, so as to ensure the reliability of the power control system 1 working in the corresponding working mode.

[0081] Optionally, the first switch Q1, the second switch Q2, the third switch Q3, and the fourth switch Q4, and the switches in the above-mentioned other modules / units can be switches, NMOS field effect transistors, PMOS field effect transistors, IGBTs, triodes, relay circuits, or other devices or circuits capable of realizing on-off function. The present application does not make specific limitations in this regard.

[0082] Optionally, the direct current conversion module 16 can also use other circuits capable of realizing the above-mentioned functions. The present application does not make specific limitations in this regard.

[0083] In one example, as shown in Figure 9As shown, the power control system 1 further comprises a pre-charging module 17 and a first capacitor C1, one end of the pre-charging module 17 is connected with the positive pole of the high-voltage battery 2, the first plate of the first capacitor C1 is connected with the other end of the pre-charging module 17 and the rectifier module 13, and the second plate of the first capacitor C1 is connected with the negative pole of the high-voltage battery 2.

[0084] The first capacitor C1 is a bus capacitor, when the charging terminal 3 is not connected with the alternating current power supply, there is no current and the voltage is zero between the bus capacitor, and when the charging terminal 3 is connected with the alternating current power supply, in order to avoid the problem that the bus capacitor is burned out or even tripped due to the direct charging of the high-voltage power grid to the bus capacitor, the pre-charging module 17 provided by the application can pre-charge the first capacitor C1, so as to improve the safety of the connection between the charging terminal 3 and the alternating current power supply and the output voltage of the high-voltage battery 2, and further ensure the operation reliability of the power control system 1.

[0085] In one example, as shown in Figure 10 The pre-charging module 17 comprises a resistor R, a third switch unit 171 and a fourth switch unit 172, one end of the resistor R is connected with the positive pole of the high-voltage battery 5, the first end of the third switch unit 171 is connected with the other end of the resistor R, the second end of the third switch unit 171 is connected with the first plate of the first capacitor C1, the controlled end of the third switch unit 171 is connected with the control module 14 (not shown in the figure), the first end of the fourth switch unit 172 is connected with the positive pole of the high-voltage battery 2, the second end of the fourth switch unit 172 is connected with the first plate of the first capacitor C1 and the rectifier module 13, and the controlled end of the fourth switch unit 172 is connected with the control module 14 (not shown in the figure).

[0086] In the first working mode and the second working mode, the control module 14 controls the third switch unit 171 to be turned on and the fourth switch unit 172 to be turned off, so that the high-voltage battery 2 pre-charges the first capacitor C1 through the resistor R and the third switch unit 171, at this time, the voltage output by the high-voltage battery 2 is pre-charged and current-limited through the resistor R and then flows to the first capacitor C1. When the pre-charging is completed, the control module 14 controls the third switch unit 171 to be turned off and the fourth switch unit 172 to be turned on first, and then controls the on-off of the corresponding switch according to the current working mode.

[0087] In order to realize accurate control of the third switch unit 171 and the fourth switch unit 172, in an example, the control module 14 can further include a fifth drive unit (not shown in the figure), which is connected with the controlled end of the master control unit 142, the third switch unit 171 and the fourth switch unit 172. The master control unit 142 can determine the working mode of the power control system 1 based on the detection signal, and control the on-off of the third switch unit 171 and the fourth switch unit 172 through the fifth drive unit to realize pre-charging, thereby improving the safety of the connection of the charging terminal 3 with the alternating current power supply and the output voltage of the high-voltage battery 2, and further ensuring the operation reliability of the power control system 1.

[0088] It can be understood that, in order to realize control synchronization, the application can also not set a drive unit, but directly control the switches in different modules / units by the control module 14, or use multiple groups of drive units, each group of drive units corresponding to control the switches in one or more modules / units. The specific setting can be made according to actual needs, for example, if it is desired to improve control synchronization, the control module 14 can directly control the switches in different modules / units; for example, if it is desired to improve control accuracy, a drive unit can be set for each module / unit. The application does not make specific limitations.

[0089] In summary, the control module 14 can obtain the current information of the charging terminal 3 in real time, determine the working mode of the power control system 1 based on the current information, and correspondingly adjust the connection state between the third winding W and the motor controller 12 and the working state of the rectifier module 13, thereby realizing the adjustment and control of the working mode of the power control system 1, and the adjustment flexibility is higher. In this way, the application can realize charging and driving based on a set of power control system 1, without setting an independently operated driving system and a charging system, thereby reducing the manufacturing cost, and at the same time reducing the occupied area of the power control system 1 in the vehicle, thereby reducing the volume of the vehicle and the weight of the vehicle, and further improving the power density level, efficiency and performance of the vehicle. Secondly, in the first working mode and the second working mode, the driving motor 11 and the motor controller 12 are in working state, and the driving motor 11 and the motor controller 12 can also form a PFC circuit in the second working mode to correct the power factor, thereby reducing the loss of reactive power and improving the overall efficiency of the power control system 1, to improve the charging reliability of the high-voltage battery 2 and the overall power utilization rate, and further improve the utilization rate of the driving motor 11 and the motor controller 12, without setting an additional PFC circuit, avoiding the problem of resource waste.

[0090] Through the description of the above embodiments, those skilled in the art can understand that, for the convenience and brevity of description, only the division of the above functional modules is exemplified, and in actual application, the above functions can be completed by different functional modules according to needs, that is, the internal structure of the device is divided into different functional modules to complete all or part of the functions described above.

[0091] In the embodiments provided in the present application, it should be understood that the disclosed device and method can be implemented in other ways. For example, the device embodiments described above are only illustrative, for example, the division of the modules or units is only a logical function division, and in actual implementation, there can be another division manner, for example, a plurality of units or components can be combined or integrated into another device, or some features can be ignored or not executed. In addition, the coupling or direct coupling or communication connection between the displayed or discussed ones can be indirect coupling or communication connection through some interfaces, devices or units, and can be electrical, mechanical or other forms.

[0092] The above is only a specific implementation of the present application, but the protection scope of the present application is not limited thereto, any person skilled in the art can easily think of changes or replacements within the technical range disclosed in the present application, which should be covered in the protection scope of the present application. Therefore, the protection scope of the present application should be subject to the protection scope of the claims.

Claims

1. A power control system applied to a vehicle configured with a charging terminal, characterized by, The power control system comprises: a drive motor, the drive motor comprising a first winding, a second winding and a third winding, one end of the first winding, one end of the second winding and one end of the third winding being connected to each other to form a common node, the common node and the other end of the third winding being connected to the charging terminal; a motor controller, the motor controller being connected to the other end of the first winding, the other end of the second winding and the other end of the third winding; a rectifier module, the rectifier module being connected to the motor controller and a high-voltage battery; and a control module, the control module being connected to the drive motor, the motor controller, the rectifier module and the charging terminal, the control module being configured to acquire current information of the charging terminal and control the power control system to operate in a first operating mode or a second operating mode based on the current information; wherein, in the first operating mode, the control module controls the other end of the third winding to be connected to the motor controller, the rectifier module is bypassed, the high-voltage battery outputs voltage to the drive motor, and the charging terminal does not output voltage; in the second operating mode, the control module controls the other end of the third winding to be disconnected from the motor controller, the drive motor and the motor controller form a power factor correction circuit, the rectifier module operates, and the charging terminal outputs voltage to the high-voltage battery through the drive motor, the motor controller and the rectifier module.

2. The power control system according to claim 1, characterized in that: The drive motor further comprises: a first switch unit, a first end of the first switch unit being connected to the other end of the third winding, a second end of the first switch unit being connected to the motor controller and the charging terminal, and a controlled end of the first switch unit being connected to the control module; wherein, in the first operating mode, the control module controls the first switch unit to be turned on; in the second operating mode, the control module controls the first switch unit to be turned off.

3. The power control system of claim 2, wherein, The power control system further comprises: a filter module, the filter module being connected to the charging terminal, the common node and the second end of the first switch unit.

4. The power control system of claim 1, wherein, The control module comprises: a detection unit, the detection unit being connected to the charging terminal, the detection unit being configured to detect the current information of the charging terminal and generate a detection signal; and a master control unit, the master control unit being connected to the drive motor, the motor controller, the rectifier module and the detection unit, the master control unit being configured to receive the detection signal and control the power control system to operate in the first operating mode or the second operating mode based on the detection signal.

5. The power control system of claim 1, wherein, The rectifier module comprises: a full-bridge topology unit, a first end and a second end of the full-bridge topology unit being connected to the high-voltage battery, a third end and a fourth end of the full-bridge topology unit being connected to the motor controller; and a control unit, the control unit being connected to the full-bridge topology unit and the motor controller, the control unit being configured to control the full-bridge topology unit to operate in the first operating mode or the second operating mode based on the current information of the charging terminal. a second switch unit, a first end of the second switch unit being connected with the first end of the full-bridge topology unit, a second end of the second switch unit being connected with the third end of the full-bridge topology unit, and a controlled end of the second switch unit being connected with the control module; wherein, in the first working mode, the control module controls the second switch unit to be turned on, so that the full-bridge topology unit is bypassed; and in the second working mode, the control module controls the second switch unit to be turned off, and the full-bridge topology unit works.

6. The power control system of claim 5, wherein, The power control system further comprises: a transformer, a primary coil of the transformer being connected with the fifth end and the sixth end of the full-bridge topology unit; and a direct current conversion module, one end of the direct current conversion module being connected with a secondary coil of the transformer, and the other end of the direct current conversion module being connected with a low-voltage battery.

7. The power control system of claim 6, wherein, The direct current conversion module comprises: a step-down unit, a first end of the step-down unit being connected with the low-voltage battery; a first switch tube, a first end of the first switch tube being connected with a second end of the step-down unit, a second end of the first switch tube being connected with the secondary coil of the transformer, and a controlled end of the first switch tube being connected with the control module; and a second switch tube, a first end of the second switch tube being connected with a third end of the step-down unit, a second end of the second switch tube being connected with the secondary coil of the transformer, and a controlled end of the second switch tube being connected with the control module.

8. The power control system of any one of claims 1-7, wherein, The power control system further comprises: a pre-charging module, one end of the pre-charging module being connected with a positive electrode of the high-voltage battery; and a first capacitor, a first plate of the first capacitor being connected with the other end of the pre-charging module and the rectification module, and a second plate of the first capacitor being connected with a negative electrode of the high-voltage battery.

9. The power control system of claim 8, wherein, The pre-charging module comprises: a resistor, one end of the resistor being connected with the positive electrode of the high-voltage battery; a third switch unit, a first end of the third switch unit being connected with the other end of the resistor, a second end of the third switch unit being connected with the first plate of the first capacitor, and a controlled end of the third switch unit being connected with the control module; and a fourth switch unit, a first end of the fourth switch unit being connected with the positive electrode of the high-voltage battery, a second end of the fourth switch unit being connected with the first plate of the first capacitor and the rectification module, and a controlled end of the fourth switch unit being connected with the control module.

10. A vehicle characterized by comprising: The vehicle comprises a high-voltage battery, a low-voltage battery, and the power control system according to any one of claims 1-9, the power control system being connected with the high-voltage battery and the low-voltage battery, respectively.

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