Fusion circuit, charging and discharging system and vehicle

Abstract

This utility model discloses a fusion circuit, a charging and discharging system, and a vehicle. The fusion circuit includes an on-board charger, an inductor circuit of a battery energy controller, and a switching module. The on-board charger includes a DC-DC conversion module, which includes a primary side circuit. The first terminal of the inductor circuit is connected to the primary side circuit to form a complete circuit for the battery energy controller, and the second terminal of the inductor circuit is adapted to be connected to a first battery module. The switching module is connected to the primary side circuit and the inductor circuit, and is used to control the switching between the battery energy control mode of the complete circuit and the on-board charger mode of the on-board charger. This fusion circuit tightly integrates the on-board charger and the battery energy controller through circuit connection, and controls the switching between the battery energy control mode and the on-board charger mode through the switching module, reducing space requirements, effectively reducing component costs, and simplifying control complexity.

Description

Technical Field

[0001] This utility model relates to the field of vehicles, and in particular to a fusion circuit, a charging and discharging system, and a vehicle. Background Technology

[0002] In related technologies, through appropriate control methods, on-board charger circuits can convert battery pack energy into various types of energy that we need. Currently, on-board chargers have relatively limited functionality, typically focusing only on the charging and discharging of the battery itself, without effectively utilizing the on-board charger circuitry. Meanwhile, battery energy controllers currently only focus on the energy management of individual batteries. Limited by the interplay between energy density and power density, and the difficulty in sharing between different lifespan systems and chemical systems, rapid and agile low-cost development remains impossible. The complete independence of the on-board charger and battery energy controller, with separate control methods, leads to high component costs, significant space constraints, and complex control methods. Utility Model Content

[0003] This invention aims to solve at least one of the technical problems existing in the prior art. To this end, one objective of this invention is to propose a fusion circuit that tightly integrates the on-board charger and the battery energy controller through a circuit connection. A switching module controls the switching between the battery energy control mode and the on-board charger mode, reducing space requirements, effectively reducing component costs, and simplifying control complexity.

[0004] The second objective of this invention is to provide a charging and discharging system.

[0005] The third objective of this utility model is to propose a vehicle.

[0006] To address the aforementioned problems, a first aspect of this utility model provides a fusion circuit, comprising: an on-board charger, the on-board charger including a DC-DC conversion module, the DC-DC conversion module including a primary side circuit; an inductor circuit of a battery energy controller, the first terminal of the inductor circuit being connected to the primary side circuit to form a complete circuit of the battery energy controller, the second terminal of the inductor circuit being adapted to be connected to a first battery module; and a switching module, the switching module being connected to the primary side circuit and the inductor circuit, the switching module being used to control the switching between the battery energy control mode of the complete circuit and the on-board charger mode of the on-board charger.

[0007] According to the fusion circuit of this utility model embodiment, the primary side circuit of the on-board charger is connected to the inductor circuit of the battery energy controller, thereby tightly integrating the on-board charger and the battery energy controller. The switching module controls the switching between the battery energy control mode and the on-board charger mode. When the switching module is switched to the on-board charger mode, the battery can be charged and discharged, and the battery energy can be converted into various types of energy that we need. When the switching module is switched to the battery energy control mode, the battery energy is managed. This reduces the space occupation requirement, effectively reduces the cost of components, and simplifies the control difficulty while realizing both the battery energy control mode and the on-board charger mode.

[0008] In some embodiments, the primary stage side circuit includes: a plurality of bridge arms connected in parallel, wherein the first ends of the plurality of bridge arms are adapted to be connected to the first end of the first battery module and the first end of the vehicle load, respectively.

[0009] In some embodiments, the inductor circuit includes: a first inductor, a first end of which is connected to a second end of a plurality of bridge arms, the first end of which is also adapted to be connected to a second end of the vehicle load, and a second end of which is adapted to be connected to a second end of the first battery module, the first inductor being used for charging and discharging in the battery energy control mode.

[0010] In some embodiments, the switching module includes: a first switch, a first end of which is adapted to be connected to a second end of the vehicle load, a second end of which is connected to a first end of the first inductor and a second end of the plurality of bridge arms, the first switch being configured to be open in the vehicle charger mode and closed in the battery energy control mode.

[0011] In some embodiments, the switching mode further includes: a second switch, a first end of which is connected to a first end of the first inductor, a second end of which is connected to a second end of the first inductor, the second switch being configured to be closed in the on-board charger mode and open in the battery energy control mode.

[0012] In some embodiments, the inductor circuit further includes: a plurality of ripple inductors connected in parallel, a first end of the plurality of ripple inductors being connected to the midpoint of the plurality of bridge arms, a second end of the ripple inductors being adapted to be connected to the third end of the first battery module, and the ripple inductors being used to reduce the ripple of the connected bridge arm switching transistors.

[0013] In some embodiments, the switching module further includes: a plurality of third switches connected between the midpoints of the plurality of bridge arms and the first ends of the plurality of ripple inductors, the third switches being open in the on-board charger mode and closed in the target mode of the battery energy control mode.

[0014] In some embodiments, the plurality of bridge arms include a first bridge arm and a second bridge arm. The plurality of ripple inductors include a second inductor and a third inductor; wherein a first end of the second inductor is connected to the midpoint of the first bridge arm, and a second end of the second inductor is adapted to be connected to a third end of the first battery module; wherein a first end of the third inductor is connected to the midpoint of the second bridge arm, and a second end of the third inductor is connected to a second end of the second inductor, and a second end of the third inductor is also adapted to be connected to a third end of the first battery module.

[0015] In some embodiments, the plurality of third switches includes two third switches, one of which is connected between the first end of the second inductor and the midpoint of the first bridge arm, and the other of which is connected between the first end of the third inductor and the midpoint of the second bridge arm.

[0016] In some embodiments, the first battery module includes a first battery pack and a second battery pack, and the second ends of the plurality of ripple inductors are adapted to be connected between the first battery pack and the second battery pack.

[0017] In some embodiments, the inductor circuit further includes: a first capacitor, a first terminal of which is connected to a first terminal of the plurality of bridge arms, a second terminal of which is connected to a first terminal of the first switch, and the first capacitor is used for filtering.

[0018] In some embodiments, the DC-DC conversion module further includes a transformer, the transformer including a primary winding; the primary winding side circuit further includes: a fourth inductor, a first end of the fourth inductor connected to the midpoint of the second bridge arm, and a second end of the fourth inductor connected to the first end of the primary winding;

[0019] The second capacitor has its first end connected to the midpoint of the first bridge arm and its second end connected to the second end of the first primary coil.

[0020] In some embodiments, the switching module further includes: a fourth switch, the first end of which is connected to the second end of the fourth inductor, the second end of which is connected to the first end of the primary coil, the fourth switch being used to close when charging and discharging the first battery module in the on-board charger mode and to open in the battery energy control mode.

[0021] In some embodiments, the transformer further includes a primary coil; the DC-DC conversion module further includes a primary-side circuit, the two output terminals of which are connected to the two ends of the primary coil; the on-board charger further includes a fifth switch, which is disposed between the primary-side circuit and the primary coil, and is used to close in the on-board charger mode or open in the battery energy control mode.

[0022] In some embodiments, the on-board charger further includes: a PFC (Power Factor Correction) circuit, the input of which is adapted to be connected to an AC power unit, and the output of which is connected to the input of the primary side circuit, the PFC circuit being used for power factor correction; and a sixth switch, which is disposed between the input of the PFC circuit and the AC power unit, the sixth switch being used to close when the AC power unit is charging or discharging.

[0023] In some embodiments, the on-board charger further includes: an equivalent resistor, the two ends of which are respectively connected to the two input terminals of the PFC circuit; and a seventh switch, which is connected in series with the equivalent resistor and is used to close when power is supplied to the equivalent resistor.

[0024] In some embodiments, the on-board charger further includes: a third capacitor, the two ends of which are respectively connected to the two input terminals of the PFC circuit; and an eighth switch, which is connected in series with the second capacitor and is used to close when the second capacitor is charging.

[0025] In some embodiments, the transformer further includes a second-stage coil; the DC-DC conversion module further includes: a second-stage circuit, the two input terminals of which are connected to the two ends of the second-stage coil, and the output terminal of which is connected to the second battery module; and a ninth switch, which is connected to the second-stage coil and the second-stage circuit, and is used to close when the second battery module is charging or discharging in the on-board charger mode.

[0026] A second aspect of this utility model provides a charging and discharging system, including the fusion circuit described in the above embodiments.

[0027] According to the charging and discharging system of this utility model embodiment, the on-board charger and the battery energy controller are tightly integrated in the fusion circuit through circuit connection. The switching between the battery energy control mode and the on-board charger mode is controlled by the switching module, which reduces the space occupation requirement, effectively reduces the cost of components, and simplifies the control difficulty.

[0028] In some embodiments, the charging and discharging system further includes a controller connected to the fusion circuit for controlling the on / off state of the switching transistors and / or switches in the fusion circuit according to charging and discharging requirements.

[0029] A third aspect of this utility model provides a vehicle, which includes a first battery module; the vehicle also includes the fusion circuit described in the above embodiments or the charging and discharging system described in the above embodiments.

[0030] According to the vehicle of this utility model embodiment, the on-board charger and the battery energy controller are tightly integrated through circuit connection in the fusion circuit or charging and discharging system. The switching between battery energy control mode and on-board charger mode is controlled by a switching module. When the switching module is switched to on-board charger mode, the battery module can be charged and discharged, and the energy of the battery module can be converted into various types of energy that we need. When the switching module is switched to battery energy control mode, the energy of the battery module is managed. The vehicle can realize both battery energy control mode and on-board charger mode, reduce space occupation requirements, effectively reduce device costs, and simplify control difficulty.

[0031] In some embodiments, the first battery module includes a first battery pack and a second battery pack, wherein the first battery pack and the second battery pack have different energy densities and / or lifespans.

[0032] In some embodiments, the vehicle further includes a second battery module connected to a second-stage side circuit in the fusion circuit.

[0033] Additional aspects and advantages of this invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0034] The above and / or additional aspects and advantages of this utility model will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which:

[0035] Figure 1 This is a schematic diagram of a fusion circuit according to an embodiment of the present invention;

[0036] Figure 2 This is a schematic diagram of a battery energy control circuit according to an embodiment of the present invention;

[0037] Figure 3 This is a schematic diagram of an on-board charger circuit according to an embodiment of the present invention;

[0038] Figure 4 This is a schematic diagram of the power grid controlling battery charging according to an embodiment of the present invention;

[0039] Figure 5 This is a schematic diagram of battery charging control to the power grid according to an embodiment of the present invention;

[0040] Figure 6 This is a schematic diagram of battery power supply control for electrical equipment according to an embodiment of the present invention;

[0041] Figure 7 This is a structural block diagram of a charging and discharging system according to an embodiment of the present invention;

[0042] Figure 8 This is a structural block diagram of a vehicle according to an embodiment of the present utility model;

[0043] Figure 9 This is a structural block diagram of a vehicle according to an embodiment of the present utility model;

[0044] Figure 10 This is a structural block diagram of a vehicle according to an embodiment of the present invention.

[0045] Figure label:

[0046] 20 vehicles;

[0047] Charging and discharging system 10;

[0048] Fusion circuit 1000; Controller 11;

[0049] On-board charger 100; DC-DC converter module 110; primary stage side circuit 112; inductor circuit 200; first battery module 300; second battery module 400; first battery pack 301; second battery pack 302; first inductor Boost3; first switch K9; second switch K10; third switch (K7, K8); second inductor Boost1; third inductor Boost2; first capacitor C3; primary coil T; first stage coil T1; second stage coil T2; primary side circuit 111; fourth inductor Lr2; second capacitor Cr2; first bridge arm 101; second bridge arm 102; fourth switch K5; fifth switch K4; PFC circuit 120; AC power unit 121; sixth switch K1; seventh switch K2; equivalent resistance R1; third capacitor C1; eighth switch K3; secondary stage side circuit 113; ninth switch K6. Detailed Implementation

[0050] The embodiments of the present invention are described in detail below. The embodiments described with reference to the accompanying drawings are exemplary. The embodiments of the present invention are described in detail below.

[0051] In existing technologies, charging technology and battery energy management technology for pure electric vehicles are issues of widespread concern. As a core energy conversion device in new energy vehicles, the on-board charger's high integration and miniaturization are inevitable trends. However, current on-board charger integration schemes only achieve integration through simple electrical connections of the busbar, resulting in low integration and limited functionality. Furthermore, the battery, as a critical energy storage unit, is severely constrained by the high-voltage system and the total number of cells connected in series. This leads to challenges such as the mutual constraint between cell energy density and power density, and the difficulty in using different lifespan systems and chemical systems together. Consequently, the rapid, agile, and low-cost development of battery energy controllers remains a persistent challenge.

[0052] As the core of electric vehicles, the requirements for battery charging and battery energy management technologies are constantly increasing. However, with the continuous enrichment of functions, the number of control devices and methods required is also increasing, inevitably constrained by the limited space of the vehicle. In existing control technologies, battery charging and energy management technologies are usually divided into two independent parts: the on-board charger and the battery energy controller. The circuit topology and control methods of these two are completely separate, requiring higher device costs and greater space requirements, making it difficult to further expand new functions.

[0053] To address the above problems, the first aspect of this utility model provides a fusion circuit that tightly integrates the on-board charger and the battery energy controller through a circuit connection. The circuit controls the switching between the battery energy control mode and the on-board charger mode through a switching module, reducing space requirements, effectively reducing component costs, and simplifying control complexity.

[0054] The following is for reference. Figure 1 A fusion circuit according to a first aspect embodiment of the present invention is described, such as... Figure 1 As shown, the integrated circuit 1000 includes: an on-board charger 100, an inductor circuit 200, and a switching module.

[0055] The on-board charger 100 includes a DC-DC converter module 110, which includes a primary side circuit 112. The first end of the inductor circuit 200 is connected to the primary side circuit 112 to form a complete circuit of the battery energy controller, and the second end of the inductor circuit 200 is adapted to be connected to the first battery module 300. The switch module is connected to the primary side circuit 112 and the inductor circuit 200, and the switch module is used to control the switching between the battery energy control mode of the complete circuit and the on-board charger mode of the on-board charger.

[0056] Specifically, the on-board charger 100 is a key component in electric vehicles. It can convert AC power into DC power to charge the vehicle's high-voltage power battery and dynamically adjust the charging current and voltage based on real-time data provided by the battery management system to achieve a safe and efficient charging process. The battery energy controller is an electronic control unit used to manage the charging and discharging process of the battery pack, optimize battery performance, and ensure system safety.

[0057] This invention connects the primary side circuit 112 of the DC module 100 within the on-board charger 100 with the inductor circuit 200 of the battery energy controller via a circuit. The on-board charger 100 and the battery energy controller are no longer independent parts. In the fusion circuit 1000, the switching between the battery energy control mode and the on-board charger mode is controlled by a switching module. The fusion circuit 1000 combines the functions of the on-board charger 100 and the battery energy controller, achieving different functions while reducing the number of components and space occupation.

[0058] For example, the battery energy control circuit topology proposed in this utility model is as follows: Figure 2 As shown, E_Pack is the energy battery pack, and P_Pack is the power battery pack. The energy battery pack E_Pack is responsible for storing the main energy, with high energy density and large capacity, and mainly plays a storage role. The power battery pack P_Pack is responsible for peak power output, with high power density and high discharge rate. This battery energy control circuit topology also includes: control switches Q1~Q4, inductors Boost1, Boost2, and Boost3, supporting capacitor C, equivalent load R, and other module units required in specific implementations. Inductors Boost1, Boost2, and Boost3 act as energy storage elements in the boost converter circuit, storing energy during the switching on period and releasing energy when the switch is off to increase the input voltage. Switches Q1 to Q4 will execute control actions based on the current load state and the current capacity state of E_Pack and P_Pack, enabling three control modes: Mode 1: When the external load demand is low, P_Pack does not work, and E_Pack supplies power to the outside alone; Mode 2: When the external load demand exceeds a certain upper limit, P_Pack and E_Pack supply power to the outside together; Mode 3: When the charge of P_Pack is less than a certain value, E_Pack supplies power to P_Pack.

[0059] Control methods 1 and 2 enable the battery pack to achieve a high overall power density; control method 3 ensures the battery pack's remaining range and meets energy density requirements. Figure 2The circuit topology and control method shown above enable batteries with different lifespans and chemical systems to be shared, no longer constrained by the energy density and power density of the cells. By simply connecting them through a circuit topology, the potential of battery packs with different electrochemical systems can be fully utilized.

[0060] The circuit topology of the on-board charger proposed in this utility model is as follows: Figure 3 As shown, this topology includes a power factor correction (PFC) circuit and a three-port DC / DC converter. The PFC circuit employs PWM (Pulse Width Modulation) control to ensure a high power factor. The three-port DC / DC converter uses a symmetrical resonant CLLC topology, and its resonant frequency is adjusted via PSM (Pulse Skipping Modulation) control to ensure the energy conversion efficiency of the three-port DC-DC converter while maximizing the output voltage range.

[0061] The PFC circuit includes: switching transistors Q1-Q4, AC power supply Vin, inductor L1, capacitor C2, and other modules required in specific implementations. By controlling the switching transistors Q1-Q4, it can improve the power factor and achieve mutual conversion between AC and DC power. The three-port DC / DC circuit includes: a three-port transformer, resonant inductors Lr1-Lr3, resonant capacitors Cr1-Cr3, magnetizing inductor Lm, switching transistors Q5-Q16, high-voltage power battery Vh, low-voltage battery or load Vl, supporting capacitors C3 and C4, and other modules required in specific implementations.

[0062] By properly controlling the switching transistors Q1~Q16, the following can be achieved: Charging of battery Vh from the grid Vin: When the electric vehicle needs charging, K4 and K5 are closed, and K6 is opened, controlling Q5~Q8 to charge the high-voltage battery pack. Charging of battery Vl from the grid Vin: K4 and K6 are closed, and K5 is opened, controlling Q5~Q8 to charge the low-voltage battery. Discharging of battery Vh from the grid: When the high-voltage battery is acting as an energy storage unit supplying power to the grid, K4 and K5 are closed, and K6 is opened, controlling Q9~Q12 to discharge externally. AC power supply from battery Vh to R1: When the high-voltage battery is acting as an energy storage unit supplying power to the load, K4 and K5 are closed, and K6 is opened, controlling Q9~Q12 to discharge externally. Power supply from battery Vh to battery Vl: When the high-voltage battery is supplying power to the low-voltage battery, K5 and K6 are closed, and K4 is opened, controlling Q9~Q12 to supply power to the low-voltage battery. Battery Vl supplies power to battery Vh. When the low-voltage battery actively feeds back energy to the high-voltage battery, K5 and K6 are closed and K4 is opened, controlling Q13~Q16 to supply power to the high-voltage battery.

[0063] Compared to other existing battery energy controllers, this invention further considers improving battery efficiency. Technically, it addresses the challenges of battery packs being constrained by high-voltage systems and the total number of cells, leading to mutual constraints between cell energy density and power density, and the difficulty in using different lifespan and chemical systems together. It designs a high-efficiency, low-cost battery energy control topology that combines high-energy-density and high-power-density batteries with long-life and short-life battery packs. This allows the entire battery pack architecture to fully utilize the potential capabilities of the electrochemical system, enabling the battery pack to achieve high power output and long driving range. Simultaneously, by integrating this control topology with an on-board charger, the integration and functionality of the on-board charger are effectively improved without significantly increasing additional costs.

[0064] According to the fusion circuit of this utility model embodiment, the primary side circuit of the on-board charger is connected to the inductor circuit of the battery energy controller, thereby tightly integrating the on-board charger and the battery energy controller. The switching module controls the switching between the battery energy control mode and the on-board charger mode. When the switching module is switched to the on-board charger mode, the battery can be charged and discharged, and the battery energy can be converted into various types of energy that we need. When the switching module is switched to the battery energy control mode, the battery energy is managed. This reduces the space occupation requirement, effectively reduces the cost of components, and simplifies the control difficulty while realizing both the battery energy control mode and the on-board charger mode.

[0065] In some embodiments, such as Figure 1 As shown, the primary stage side circuit 112 includes multiple bridge arms.

[0066] Specifically, multiple bridge arms are connected in parallel, and the first end of each bridge arm is adapted to be connected to the first end of the first battery module 300 and the first end of the vehicle load, respectively. By controlling the switching transistors in the multiple bridge arms, the first battery module 300 can be charged, and the first battery module 300 can supply power to the vehicle load.

[0067] In some embodiments, such as Figure 1 As shown, the inductor circuit 200 includes: a first inductor Boost3.

[0068] The first end of the first inductor Boost3 is connected to the second end of multiple bridge arms. The first end of the first inductor Boost3 is also adapted to be connected to the second end of the vehicle load. The second end of the first inductor Boost3 is adapted to be connected to the second end of the first battery module 300. The first inductor Boost3 is used for charging and discharging in the battery energy control mode.

[0069] Specifically, in the battery energy control mode, the first inductor Boost3 in the boost converter circuit is charged and discharged to raise the input DC voltage to a higher output DC voltage. When the switch is turned on, the input current supplies power to the vehicle load through the first inductor Boost3, while the first inductor Boost3 stores energy. When the switch is turned off, the first inductor Boost3 releases the stored energy and provides it to the vehicle load, making the output voltage higher than the input voltage.

[0070] In some embodiments, such as Figure 1 As shown, the switch module includes: a first switch K9.

[0071] Specifically, the first terminal of the first switch K9 is adapted to connect to the second terminal of the vehicle load, and the second terminal of the first switch K9 is connected to the first terminal of the first inductor Boost3 and the second terminals of the multiple bridge arms. The first switch K9 is used to open in on-board charger mode and close in battery energy control mode. In on-board charger mode, the first switch K9 is open, and the power grid charges the first battery cell 300; in battery energy control mode, the first switch K9 is closed, the first battery cell 300 supplies power to the vehicle load, and the battery energy controller manages the charging and discharging process of the first battery cell 300 and optimizes the performance of the first battery cell 300.

[0072] In some embodiments, such as Figure 1 As shown, the switch module includes: a second switch K10.

[0073] Specifically, the first terminal of the second switch K10 is connected to the first terminal of the first inductor Boost3, and the second terminal of the second switch K10 is connected to the second terminal of the first inductor Boost3. The second switch K10 is used to close in on-board charger mode and open in battery energy control mode. In on-board charger mode, the second switch K10 is closed, and the current flows directly through the second switch K10 to the first battery cell 300 to charge the first battery cell 300. In battery energy control mode, the second switch K10 is open, and the current needs to flow through the inductor circuit 200 to the vehicle load.

[0074] In some embodiments, such as Figure 1 As shown, the inductor circuit 200 also includes multiple ripple inductors.

[0075] Specifically, multiple ripple inductors are connected in parallel. The first end of each ripple inductor is connected to the midpoint of one of the bridge arms, and the second end of each ripple inductor is adapted to be connected to the third end of the first battery module 300. The ripple inductors are used to reduce the ripple of the connected bridge arm switching transistors. The ripple inductors suppress ripple current in the circuit. Through energy storage and filtering, they reduce ripple interference on devices such as switching transistors, thereby improving the stability and reliability of the circuit. By storing and releasing electrical energy, the ripple inductors smooth the current waveform and reduce ripple interference. In the bridge arm circuit, the switching transistors generate a large ripple current during high-speed switching. The ripple inductor, connected in series in the switching transistor circuit, can effectively suppress the propagation of ripple current and protect the switching transistors from ripple interference.

[0076] In some embodiments, such as Figure 1 As shown, the switch module also includes multiple third switches (K7, K8).

[0077] Among them, multiple third switches (K7, K8) are connected between the midpoints of multiple bridge arms and the first terminals of multiple ripple inductors. The third switches (K7, K8) are used to disconnect in on-board charger mode and close in the target mode of battery energy control mode.

[0078] Specifically, in the on-board charger mode, the second switch K10 is closed, the first switch K9 and multiple third switches (K7, K8) are open, and the current flows directly through the second switch K10 to the first battery unit 300 to charge the first battery unit 300; in the battery energy control mode, the second switch K10 is open, the first switch K9 and multiple third switches (K7, K8) are closed, and the current needs to flow through the inductor circuit 200 to the on-board load. The target modes of the battery energy control mode include a first mode and a second mode. The first mode is when the demand value of the vehicle load is lower than the load demand threshold, that is, the demand of the vehicle load is small and there is no need to boost the voltage through the inductor. At this time, the first switch K9 and multiple third switches (K7, K8) are closed, and the first inductor Boost3 is zero. The second mode is when the power of the second battery pack 302 in the first battery module 300 is lower than the power threshold. At this time, the first switch K9 and multiple third switches (K7, K8) are closed, the first inductor Boost3 is at an arbitrary set value, and the first battery pack 301 in the first battery module 300 supplies power to the second battery pack 302.

[0079] In some embodiments, such as Figure 1 As shown, the multiple bridge arms include a first bridge arm 101 and a second bridge arm 102. The multiple ripple inductors include a second inductor Boost1 and a third inductor Boost2.

[0080] Specifically, the first end of the second inductor Boost1 is connected to the midpoint of the first bridge arm 101, and the second end of the second inductor Boost1 is adapted to be connected to the third end of the first battery module 300; the first end of the third inductor Boost2 is connected to the midpoint of the second bridge arm 102, and the second end of the third inductor Boost2 is connected to the second end of the second inductor Boost1, and the second end of the third inductor Boost2 is also adapted to be connected to the third end of the first battery module 300. Both the second inductor Boost1 and the third inductor Boost2 are ripple inductors used to suppress ripple current in the circuit. Through energy storage and filtering, they reduce ripple interference on devices such as switching transistors, thereby improving the stability and reliability of the circuit.

[0081] In some embodiments, such as Figure 1 As shown, the multiple third switches include two third switches, namely switch K7 and switch K8.

[0082] Of the two third switches (K7 and K8), switch K7 is connected between the first terminal of the second inductor Boost1 and the midpoint of the first bridge arm 101, while the other third switch (K8) is connected between the first terminal of the third inductor Boost2 and the midpoint of the second bridge arm 102. In battery energy control mode, both third switches (K7 and K8) are closed, and the second inductor Boost1 and the third inductor Boost2 are used to suppress ripple current in the circuit. Through energy storage and filtering, ripple interference on devices such as switching transistors is reduced.

[0083] In some embodiments, such as Figure 1 As shown, the first battery module 300 includes a first battery pack 301 and a second battery pack 302.

[0084] The second ends of the plurality of ripple inductors are adapted to be connected between the first battery pack 301 and the second battery pack 302.

[0085] Specifically, in the first battery module 300, the first battery pack 301 can be an energy battery pack with high energy density and large capacity, mainly responsible for storage; the second battery pack 302 can be a power battery pack with high power density and high discharge rate, mainly responsible for peak power output. In battery energy control mode, when the external load demand is not high, the first battery pack 301 supplies power to the outside alone; when the external load demand exceeds a certain upper limit, the first battery pack 301 and the second battery pack 302 jointly supply power to the outside; when the capacity of the second battery pack 302 is less than a certain value, the first battery pack 301 supplies power to the second battery pack 302.

[0086] In some embodiments, such as Figure 1 As shown, the inductor circuit 200 also includes a first capacitor C3.

[0087] The first terminal of the first capacitor C3 is connected to the first terminal of multiple bridge arms, and the second terminal of the first capacitor C3 is connected to the first terminal of the first switch K9. The first capacitor C3 is used for filtering.

[0088] In some embodiments, such as Figure 1 As shown, the DC-DC conversion module 110 also includes a transformer, which includes a primary winding T1; the primary winding side circuit 112 also includes a fourth inductor Lr2 and a second capacitor Cr2.

[0089] Specifically, the first end of the fourth inductor Lr2 is connected to the midpoint of the second bridge arm 102, and the second end of the fourth inductor Lr2 is connected to the first end of the first primary coil T1. The fourth inductor Lr2 is a resonant inductor used to determine the resonant frequency. The first end of the second capacitor Cr2 is connected to the midpoint of the first bridge arm 101, and the second end of the second capacitor Cr2 is connected to the second end of the first primary coil T1. The second capacitor Cr2 is a resonant capacitor, which, together with the fourth inductor Lr2, determines the resonant frequency and participates in the energy transfer process.

[0090] In some embodiments, such as Figure 1 As shown, the switch module also includes a fourth switch, K5.

[0091] The first end of the fourth switch K5 is connected to the second end of the fourth inductor Lr2, and the second end of the fourth switch K5 is connected to the first end of the primary coil T1. The fourth switch K5 is used to close when charging and discharging the first battery module 300 in the on-board charger mode and to open in the battery energy control mode.

[0092] Specifically, in the on-board charger mode, the fourth switch K5 and the second switch K10 are closed, and the first switch K9 and multiple third switches (K7, K8) are open, so that the first battery module 300 can be charged and discharged through the DC-DC conversion module 110; in the battery energy control mode, the fourth switch K5 and the second switch K10 are open, and the first switch K9 and multiple third switches (K7, K8) are closed, so that the current flows to the on-board load through the inductor circuit 200.

[0093] In some embodiments, such as Figure 1 As shown, the transformer also includes a primary coil T; the DC-DC conversion module 110 also includes a primary side circuit 111; and the on-board charger 100 also includes a fifth switch K4.

[0094] The two output terminals of the primary side circuit 111 are connected to the two ends of the primary coil T; the fifth switch K4 is located between the primary side circuit 111 and the primary coil T, and the fifth switch K4 is used to close in the on-board charger mode or open in the battery energy control mode.

[0095] Specifically, in on-board charger mode, the fifth switch K4 is closed, the fourth switch K5 and the second switch K10 are closed, and the first switch K9 and multiple third switches (K7, K8) are open. The current in the primary side circuit 111 is transmitted through the primary coil T to the first secondary coil T1, and then charges the first battery module 300 through the first secondary side circuit 112. When the first battery module 300 discharges, the current flows in the reverse direction. In battery energy control mode, the fifth switch K4 is open, the fourth switch K5 and the second switch K10 are open, and the first switch K9 and multiple third switches (K7, K8) are closed. The current flows to the on-board load through the inductor circuit 200.

[0096] In some embodiments, such as Figure 1 As shown, the on-board charger 100 also includes: a PFC circuit 120 and a sixth switch K1.

[0097] The input terminal of the PFC circuit 120 is adapted to be connected to the AC power unit 121, and the output terminal of the PFC circuit 120 is connected to the input terminal of the primary side circuit 111. The PFC circuit 120 is used for power factor correction. The sixth switch K1 is located between the input terminal of the PFC circuit 120 and the AC power unit 121. The sixth switch K1 is used to close when the AC power unit 121 is charging or discharging. When the AC power unit 121 is charging the battery pack, the AC power unit 121 can be the power grid, or the AC power unit 121 can be other electrical equipment. When the AC power unit 121 is an electrical equipment, the on-board charger 100 supplies power to the equipment.

[0098] Specifically, the PFC circuit 120 is an electronic circuit used to improve the power factor between the AC power supply and the load. The PFC circuit 120 reduces reactive power and improves energy utilization efficiency by adjusting the waveform of the load current to synchronize it with the voltage waveform. In the on-board charger mode, the sixth switch K1 is closed, the fifth switch K4 is closed, the fourth switch K5 and the second switch K10 are closed, and the first switch K9 and multiple third switches (K7, K8) are open. The AC power unit 121 outputs AC power, which is converted into DC power by multiple bridge arms in the PFC circuit 120 and input to the primary side circuit 111. The current in the primary side circuit 111 is transmitted to the first secondary coil T1 through the primary coil T, and then charges the first battery module 300 through the first secondary side circuit 112. When the first battery module 300 discharges, the current flows in reverse.

[0099] In some embodiments, such as Figure 1 As shown, the on-board charger 100 also includes: an equivalent resistor R1 and a seventh switch K2.

[0100] The two ends of the equivalent resistor R1 are connected to the two input terminals of the PFC circuit 120 respectively; the seventh switch K2 is connected in series with the equivalent resistor R1 and is closed when power is supplied to the equivalent resistor R1.

[0101] Specifically, when power is supplied to the equivalent resistance R1, the sixth switch K1 is open, the seventh switch K2 is closed, the fifth switch K4 is closed, the fourth switch K5 and the second switch K10 are closed, the first switch K9 and multiple third switches (K7, K8) are open, and the first battery module 300 supplies power to the equivalent resistance R1.

[0102] In some embodiments, such as Figure 1 As shown, the on-board charger 100 also includes a third capacitor C1 and an eighth switch K3.

[0103] The two ends of the third capacitor C1 are connected to the two input terminals of the PFC circuit 120 respectively; the eighth switch K3 is connected in series with the third capacitor C1, and the eighth switch K3 is used to close when the third capacitor C1 is charging.

[0104] Specifically, when the third capacitor C1 is charging, the sixth switch K1 is open, the seventh switch K2 is open, the eighth switch K3 is closed, the fifth switch K4 is closed, the fourth switch K5 and the second switch K10 are closed, the first switch K9 and multiple third switches (K7, K8) are open, and the first battery module 300 charges the third capacitor C1.

[0105] In some embodiments, such as Figure 1 As shown, the transformer also includes a secondary side coil T2; the DC-DC conversion module 110 also includes a secondary side circuit 113 and a ninth switch K6.

[0106] The two input terminals of the second-stage side circuit 113 are connected to the two ends of the second-stage coil T2, and the output terminal of the second-stage circuit 113 is connected to the second battery module 400. The ninth switch K6 is connected to the second-stage coil T2 and the second-stage side circuit 113. The ninth switch K6 is used to close when the second battery module 400 is charging and discharging in the on-board charger mode.

[0107] Specifically, when the second battery module 400 is charging or discharging in on-board charger mode, the sixth switch K1 is closed, the fifth switch K4 is closed, the ninth switch K6 is closed, and the fourth switch K5 is open. The AC power unit 121 outputs AC power, which is converted into DC power through multiple bridge arms in the PFC circuit 120 and input into the primary side circuit 111. The current in the primary side circuit 111 is transmitted to the secondary coil T2 through the primary coil T, and then charges the second battery module 400 through the secondary circuit 113. When the second battery module 400 is discharging, the current flows in the reverse direction.

[0108] For example, Figure 1 The on-board charger topology integrating battery energy control circuitry proposed in this invention comprises a first battery pack 301 and a second battery pack 302, which are physically independent battery packs. The fused model topology integrates Q9~Q12 of the on-board charger model with... Figure 2 The four switches Q1 to Q4 in the battery energy control model have been reused to save components and reduce costs. At the same time, two new switches K9 and K10 have been added to control the switching between the on-board charger mode and the battery energy control mode by controlling K5, K7, K8, K9 and K10.

[0109] When parked, control K5 and K10 are closed, and K7, K8, and K9 are opened to enter the on-board charger mode. At this time, a total of six working modes can be realized:

[0110] In Mode 1, when the first battery pack 301 and the second battery pack 302 need charging, K1, K4, and K5 are closed, and K2, K3, and K6 are opened. This controls Q1~Q8 to enable the AC power unit 121 to charge the first battery module 300. At this time, the PFC circuit 120 compares the error between the DC bus voltage Vout and the reference voltage Vref. After PI (Proportional-Integral) control, it further compares the error with the input current Iin (PLL is a phase-locked loop). The resulting error is then compared with the carrier wave after PI control to generate PWM. This controls Q1~Q4 to convert the grid AC current Vin into a stable DC current Vout. Q1, Q4, Q2, and Q3 are reverse-biased. The three-port DC-DC converter module 110 compares the error between the output charging current Io and the reference current Iref. After PI control, it obtains the control frequency required for resonance. Then, the voltage-controlled oscillator generates the waveform required for PSM control, controlling Q5~Q8 to convert the DC bus voltage Vout into the charging current required by the battery pack. Q9~Q12 are in a fully off state, and automatic rectification is performed through the reverse diodes inside the switching transistors. The control block diagram is as follows: Figure 4 As shown.

[0111] In mode two, when the second battery module 400 needs charging, K1, K4, and K6 are closed, and K2, K3, and K5 are opened, controlling Q1~Q8 to charge the second battery module 400 via AC power unit 121. At this time, PFC circuit 120 compares the error between the DC bus voltage Vout and the reference voltage Vref, and after PI control, further compares it with the input current Iin (PLL is a phase-locked loop). The resulting error is then compared with the carrier wave to generate PWM, controlling Q1~Q4 to convert the grid AC current Vin into a stable DC current Vout. The three-port DC-DC converter module 110 compares the error between the output charging current Io and the reference current Iref, and after PI control, obtains the control frequency required for resonance. The voltage-controlled oscillator then generates the waveform required for PSM control, controlling Q5~Q8 to convert the DC bus voltage Vout into the charging current required by the battery pack. Q13~Q16 are in a fully off state, and automatic rectification is performed through the reverse diodes within the switching transistors. The control block diagram is shown below. Figure 4 As shown.

[0112] In mode 3, when the first battery module 300 discharges into the grid in reverse, K1, K4, and K5 are closed, and K2, K3, and K6 are opened. This controls Q1~Q4 and Q9~Q10 to allow the first battery module 300 to discharge into the grid. At this time, the three-port DC-DC converter 110 compares the error between the DC bus voltage Vout and the reference voltage Vref. After PI control, it obtains the control frequency required for resonance. Then, the voltage-controlled oscillator generates the waveform required for PSM control, controlling Q9~Q12 to convert the battery pack voltage into the DC bus voltage Vout. The PFC circuit 120 compares the error between the output power Pout to the grid and the reference power Pref. After PI control, it further compares this error with the current Iin (PLL is a phase-locked loop). The resulting error is then compared with the carrier wave to generate PWM, controlling Q1~Q4 to convert the DC bus voltage Vout into the grid AC current Vin. Q5~Q8 are in a fully off state, and automatic rectification is performed through the reverse diodes within the switching transistors. The control block diagram is shown below. Figure 5 As shown.

[0113] Mode 4: When the power battery supplies power to the load, K2, K3, K4, and K5 are closed, and K1 and K6 are opened. This controls Q1~Q4 and Q9~Q12 to enable the first battery module 300 to supply power (AC power) to the electrical equipment. At this time, the three-port DC-DC converter 110 compares the error between the DC bus voltage Vout and the reference voltage Vref, and obtains the control frequency required for resonance after PI control. Then, the voltage-controlled oscillator generates the waveform required for PSM control, controlling Q9~Q12 to convert the battery pack voltage into the DC bus voltage Vout. After taking the root mean square value of the DC bus voltage Vout, the PFC circuit 120 compares the error between the voltage Vout output to the load and the reference voltage Vref, multiplies it with a sine wave signal after PI control, and finally generates PWM control by comparing it with the carrier wave to control Q1~Q4 to output the AC voltage required by the load. Q5~Q8 are in a fully off state, and automatic rectification is performed through the reverse diodes in the switching transistors. The control block diagram is shown below. Figure 6 As shown.

[0114] In mode five, when the first battery module 300 supplies power to the second battery module 400, K6 and K5 are closed, and K4 is opened, controlling Q9~Q12 to supply power from the first battery module 300 to the second battery module 400. At this time, only the three-port DC-DC converter 110 is working. By comparing the error between the current output to the second battery module 400 and the reference current, the control frequency required for resonance is obtained after PI control. Then, the voltage-controlled oscillator generates the waveform required for PSM control to control Q9~Q12 to deliver battery pack energy to the second battery module 400. At this time, Q13~Q16 are in a fully off state, and automatic rectification is performed through the reverse diode in the switching transistor.

[0115] In mode six, when the second battery module 400 supplies power to the first battery module 300, K6 and K5 are closed, and K4 is opened, controlling Q13~Q16 to charge the first battery module 300 from the second battery module 400. At this time, only the three-port DC-DC converter 110 is working. By comparing the error between the current output to the first battery module 300 and the reference current, the control frequency required for resonance is obtained after PI control. Then, the voltage-controlled oscillator generates the waveform required for PSM control to control Q13~Q16 to deliver the energy from the battery pack to the power battery. At this time, Q9~Q12 are in a fully off state, and automatic rectification is performed through the reverse diode in the switching transistor.

[0116] When driving, closing K7, K8, and K9 and opening K5 and K10 activates the battery energy control mode. The first battery pack 301 can be an energy battery pack, and the second battery pack 302 can be a power battery pack. In this mode, three operating modes are available: when the external load demand is low, the power battery pack does not operate, and the energy battery pack supplies power to the outside independently; when the external load demand exceeds a certain limit, the energy battery pack and the power battery pack supply power to the outside together; when the power battery pack's charge is less than a certain value, the energy battery pack supplies power to the power battery pack.

[0117] A second aspect of this utility model provides a charging and discharging system, such as... Figure 7 As shown, the charging and discharging system 10 includes: a fusion circuit 1000.

[0118] According to the charging and discharging system of this utility model embodiment, the on-board charger and the battery energy controller are tightly integrated in the fusion circuit through circuit connection. The switching between the battery energy control mode and the on-board charger mode is controlled by the switching module, which reduces the space occupation requirement, effectively reduces the cost of components, and simplifies the control difficulty.

[0119] In some embodiments, such as Figure 7 As shown, the charging and discharging system 10 also includes a controller 11.

[0120] The controller 11 is connected to the fusion circuit 1000 and is used to control the on / off state of the switching transistors and / or switches in the fusion circuit 1000 according to the charging and discharging requirements.

[0121] The third aspect of this utility model provides a vehicle, such as Figure 8 As shown, vehicle 20 includes fusion circuit 1000, or, as... Figure 9 As shown, vehicle 20 includes a charging and discharging system 10.

[0122] According to the vehicle of this utility model embodiment, the on-board charger and the battery energy controller are tightly integrated through circuit connection in the fusion circuit or charging and discharging system. The switching between battery energy control mode and on-board charger mode is controlled by a switching module. When the switching module is switched to on-board charger mode, the battery module can be charged and discharged, and the energy of the battery module can be converted into various types of energy that we need. When the switching module is switched to battery energy control mode, the energy of the battery module is managed. The vehicle can realize both battery energy control mode and on-board charger mode, reduce space occupation requirements, effectively reduce device costs, and simplify control difficulty.

[0123] In some embodiments, such as Figure 10 As shown, the vehicle 20 includes a first battery module 300, which includes a first battery pack 301 and a second battery pack 302.

[0124] The first battery pack 301 and the second battery pack 302 have different energy densities and / or lifespans, and the first battery module 300 is connected to the first stage side circuit 112 in the fusion circuit 1000.

[0125] In some embodiments, such as Figure 10 As shown, vehicle 20 also includes a second battery module 400.

[0126] The second battery module 400 is connected to the second stage side circuit 113 in the fusion circuit 1000.

[0127] In the description of this specification, references to terms such as "one embodiment," "some embodiments," "illustrative embodiment," "example," "specific example," or "some examples," etc., indicate that a specific feature, substrate, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example.

[0128] Although embodiments of the present invention have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the present invention, the scope of which is defined by the claims and their equivalents.

Claims

1. A fusion circuit, characterized in that, The fusion circuit includes: An on-board charger, the on-board charger including a DC-DC conversion module, the DC-DC conversion module including a primary side circuit; The inductor circuit of the battery energy controller, wherein the first end of the inductor circuit is connected to the first stage side circuit to form the complete circuit of the battery energy controller, and the second end of the inductor circuit is adapted to be connected to the first battery module; A switching module is connected to the primary side circuit and the inductor circuit. The switching module is used to control the switching between the battery energy control mode of the complete circuit and the on-board charger mode of the on-board charger.

2. The fusion circuit according to claim 1, characterized in that, The first-stage side circuit includes: Multiple bridge arms are connected in parallel, and the first end of each bridge arm is adapted to be connected to the first end of the first battery module and the first end of the vehicle load, respectively.

3. The fusion circuit according to claim 2, characterized in that, The inductor circuit includes: A first inductor, wherein a first end of the first inductor is connected to the second end of the plurality of bridge arms, the first end of the first inductor is also adapted to be connected to the second end of the vehicle load, and the second end of the first inductor is adapted to be connected to the second end of the first battery module, and the first inductor is used for charging and discharging in the battery energy control mode.

4. The fusion circuit according to claim 3, characterized in that, The switching module includes: A first switch, wherein a first end of the first switch is adapted to be connected to a second end of the vehicle load, and a second end of the first switch is connected to a first end of the first inductor and a second end of the plurality of bridge arms, the first switch being used to disconnect in the vehicle charger mode and to close in the battery energy control mode.

5. The fusion circuit according to claim 4, characterized in that, The switching mode also includes: A second switch, wherein a first end of the second switch is connected to a first end of the first inductor, and a second end of the second switch is connected to a second end of the first inductor, the second switch being used to close in the on-board charger mode and open in the battery energy control mode.

6. The fusion circuit according to any one of claims 2-5, characterized in that, The inductor circuit also includes: Multiple ripple inductors are connected in parallel. The first end of each ripple inductor is connected to the midpoint of the bridge arm. The second end of each ripple inductor is adapted to be connected to the third end of the first battery module. The ripple inductors are used to reduce the ripple of the connected bridge arm switching transistors.

7. The fusion circuit according to claim 6, characterized in that, The switching module also includes: A plurality of third switches are connected between the midpoints of the plurality of bridge arms and the first terminals of the plurality of ripple inductors, the third switches being used to open in the on-board charger mode and to close in the target mode of the battery energy control mode.

8. The fusion circuit according to claim 7, characterized in that, The plurality of bridge arms include a first bridge arm and a second bridge arm; The plurality of said ripple inductors include a second inductor and a third inductor; Wherein, the first end of the second inductor is connected to the midpoint of the first bridge arm, and the second end of the second inductor is adapted to be connected to the third end of the first battery module; The first end of the third inductor is connected to the midpoint of the second bridge arm, the second end of the third inductor is connected to the second end of the second inductor, and the second end of the third inductor is also adapted to be connected to the third end of the first battery module.

9. The fusion circuit according to claim 8, characterized in that, The plurality of third switches includes two third switches, one of which is connected between the first end of the second inductor and the midpoint of the first bridge arm, and the other of which is connected between the first end of the third inductor and the midpoint of the second bridge arm.

10. The fusion circuit according to claim 7, characterized in that, The first battery module includes a first battery pack and a second battery pack, and the second ends of the plurality of ripple inductors are adapted to be connected between the first battery pack and the second battery pack.

11. The fusion circuit according to claim 4, characterized in that, The inductor circuit also includes: A first capacitor, the first end of which is connected to the first end of the plurality of bridge arms, and the second end of which is connected to the first end of the first switch, the first capacitor being used for filtering.

12. The fusion circuit according to claim 8, characterized in that, The DC-DC conversion module also includes a transformer, which includes a primary winding. The first-stage side circuit also includes: The fourth inductor has its first end connected to the midpoint of the second bridge arm and its second end connected to the first end of the first primary coil. The second capacitor has its first end connected to the midpoint of the first bridge arm and its second end connected to the second end of the first primary coil.

13. The fusion circuit according to claim 12, characterized in that, The switching module also includes: A fourth switch, the first end of which is connected to the second end of the fourth inductor, and the second end of which is connected to the first end of the primary coil, the fourth switch being used to close when charging and discharging the first battery module in the on-board charger mode and to open in the battery energy control mode.

14. The fusion circuit according to claim 12, characterized in that, The transformer also includes a primary coil; The DC-DC conversion module also includes a primary side circuit, the two output terminals of which are connected to the two ends of the primary coil; The on-board charger also includes a fifth switch, which is disposed between the primary side circuit and the primary coil. The fifth switch is used to close in the on-board charger mode or open in the battery energy control mode.

15. The fusion circuit according to claim 14, characterized in that, The on-board charger also includes: A PFC circuit, wherein the input terminal of the PFC circuit is adapted to be connected to an AC unit, and the output terminal of the PFC circuit is connected to the input terminal of the primary side circuit, and the PFC circuit is used for power factor correction. A sixth switch is disposed between the input terminal of the PFC circuit and the AC power unit, and the sixth switch is used to close when the AC power unit is charging or discharging.

16. The fusion circuit according to claim 15, characterized in that, The on-board charger also includes: The equivalent resistance is connected at both ends to the two input terminals of the PFC circuit respectively. A seventh switch is connected in series with the equivalent resistance and is used to close when power is supplied to the equivalent resistance.

17. The fusion circuit according to claim 15, characterized in that, The on-board charger also includes: The third capacitor is connected to the two input terminals of the PFC circuit respectively. An eighth switch is connected in series with the second capacitor and is used to close when the second capacitor is charging.

18. The fusion circuit according to claim 12, characterized in that, The transformer also includes a secondary winding; The DC-DC conversion module also includes: The second-stage side circuit has two input terminals connected to the two ends of the second-stage coil, and its output terminal connected to the second battery module. The ninth switch is connected to the second stage coil and the second stage side circuit, and is used to close when the second battery module is charging and discharging in the on-board charger mode.

19. A charging and discharging system, characterized in that, Includes the fusion circuit as described in any one of claims 1-18.

20. The charging and discharging system according to claim 19, characterized in that, The charging and discharging system also includes: A controller, connected to the fusion circuit, is used to control the on / off state of the switching transistors and / or switches in the fusion circuit according to charging and discharging requirements.

21. A vehicle, characterized in that, The vehicle includes a first battery module; The vehicle further includes the fusion circuit according to any one of claims 1-18 or the charging and discharging system according to any one of claims 19-20.

22. The vehicle according to claim 21, characterized in that, The first battery module includes a first battery pack and a second battery pack, and the first battery pack and the second battery pack have different energy densities and / or lifespans.

23. The vehicle according to claim 21, characterized in that, The vehicle also includes a second battery module, which is connected to the second-stage side circuit in the fusion circuit.

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