Integrated power topology, integrated power topology module and automotive

Abstract

This utility model discloses an integrated power topology, an integrated power topology module, and an automobile. The integrated power topology includes: a high-voltage battery connection terminal for connecting to a high-voltage battery module; a DC charging connection terminal for connecting to a DC power source; a motor drive module for connecting to a motor; a power supply circuit, with a first terminal connected to the high-voltage battery connection terminal and a second terminal connected to both the motor drive module and the DC charging connection terminal; and a first switching circuit, which is connected in series in the loop between the DC charging connection terminal and the first terminal of the power supply circuit. This utility model aims to achieve a compact layout of the vehicle's interior space.

Description

Technical Field

[0001] This utility model relates to the field of charging control technology, and in particular to an integrated power topology, an integrated power topology module, and an automobile. Background Technology

[0002] In practical vehicle applications, the high-voltage battery module supplies power to the motor drive module, which in turn powers the motor. However, the voltage of the high-voltage battery module typically decreases as the battery capacity decreases, leading to reduced driving efficiency of the motor drive module. To address this issue, existing technologies usually incorporate a DC / DC converter module between the power battery and the motor drive module to achieve voltage adaptation.

[0003] In addition, existing technologies, in order to speed up the charging speed of the charging pile to the high-voltage battery module, set up a current booster module between the car's charging port and the high-voltage battery module. The current booster module is used to increase the current output to the high-voltage battery module, thereby speeding up the charging speed of the high-voltage battery module.

[0004] However, setting up DC / DC converter modules and boost modules separately in the vehicle not only takes up a lot of space, but also requires a lot of high-voltage cables and components, which is not conducive to the compact layout of the vehicle interior and affects the lightweight design of the vehicle. Utility Model Content

[0005] The main purpose of this utility model is to propose an integrated power topology, an integrated power topology module, and an automobile, aiming to achieve a compact layout of the vehicle's interior space.

[0006] To achieve the above objectives, this utility model proposes an integrated power topology for use in automobiles. The integrated power topology includes: a high-voltage battery connection terminal for connecting to a high-voltage battery module; a DC charging connection terminal for connecting to a DC power supply; and a motor drive module for connecting to a motor. A power supply circuit, wherein the first end of the power supply circuit is connected to the high-voltage battery connection terminal, and the second end is connected to the motor drive module and the DC charging connection terminal respectively. A first switching circuit is connected in series in the loop between the DC charging connection terminal and the first terminal of the power supply circuit. The first switching circuit is used to disconnect the loop between the DC charging connection terminal and the second terminal of the power supply circuit when it is in a closed state, and to connect the loop between the DC charging connection terminal and the first terminal of the power supply circuit when it is in an open state. The power supply circuit is used to boost the first voltage received from the high-voltage battery module at its first terminal and output it to the motor drive module when at least one phase of the multi-phase power supply circuit is turned on, so as to improve the efficiency of the motor drive module in driving the motor. The power supply circuit is also used to, when the vehicle is in a charging state, boost the DC charging current connected through the DC charging connection terminal and the first switch circuit in a closed state, and then output it to the high-voltage battery module through the high-voltage battery connection terminal.

[0007] In one embodiment, the power supply circuit is any one of a single-phase power supply topology, a two-phase interleaved power supply topology, a three-phase interleaved power supply topology, or a three-level power supply topology.

[0008] In one embodiment, the power supply circuit is a single-phase power supply topology. The DC charging connection terminal includes a DC charging positive connection terminal and a DC charging negative connection terminal. The high-voltage battery connection terminal includes a high-voltage battery positive connection terminal and a high-voltage battery negative connection terminal. The DC charging negative connection terminal and the high-voltage battery negative connection terminal are connected. The single-phase power supply topology includes: The system comprises a first switching transistor, a second switching transistor, a first inductor, and a first capacitor. The first end of the first inductor and the first end of the first capacitor are both connected to the positive terminal of the high-voltage battery. The second end of the first capacitor is connected to both the negative terminal of the DC charging circuit and the negative terminal of the high-voltage battery. The second end of the first inductor is connected to the output end of the first switching transistor and the input end of the second switching transistor, respectively. The input end of the first switching transistor is electrically connected to the motor drive module and the DC charging positive terminal, respectively. The output end of the second switching transistor is connected to the DC charging negative terminal and the high-voltage battery negative terminal, respectively.

[0009] In one embodiment, the integrated power topology further includes: The second switching circuit has a first terminal connected to the high-voltage battery connection terminal and a second terminal connected to the motor drive module. The second switching circuit is used to connect the circuit between the high-voltage battery connection terminal and the motor drive module when it is in the closed state, and to disconnect the circuit between the high-voltage battery connection terminal and the motor drive module when it is in the open state. The motor drive module is used to receive the first voltage and control the motor to work via the second switch circuit, which is in a closed state, when the vehicle is in operation.

[0010] In one embodiment, the integrated power topology further includes: A third switching circuit, wherein the first end of the third switching circuit is connected to the high-voltage battery connection terminal, and the second end of the third switching circuit is connected to the motor drive module; the third switching circuit is used to conduct the circuit between the high-voltage battery connection terminal and the motor drive module when it is in a closed state, and to disconnect the circuit between the high-voltage battery connection terminal and the motor drive module when it is in an open state. A fourth switching circuit, wherein a first terminal of the fourth switching circuit is connected to the DC charging connection terminal, and a second terminal of the fourth switching circuit is electrically connected to the motor; the fourth switching circuit is used to connect the circuit between the DC charging connection terminal and the motor when it is in a closed state, and to disconnect the circuit between the DC charging connection terminal and the motor when it is in an open state. The motor drive module is used to boost the second voltage received from the DC power supply by the motor through the fourth switch circuit in a closed state and the motor, and then output it to the high-voltage battery module through the third switch circuit in a closed state and the high-voltage battery connection terminal when the vehicle is in a charging state. Alternatively, the integrated power topology includes a second switching circuit, with a first terminal of the second switching circuit connected to the high-voltage battery connection terminal and a second terminal of the second switching circuit connected to the motor drive module; A fourth switching circuit, wherein a first terminal of the fourth switching circuit is connected to the DC charging connection terminal, and a second terminal of the fourth switching circuit is electrically connected to the motor; the fourth switching circuit is used to connect the circuit between the DC charging connection terminal and the motor when it is in a closed state, and to disconnect the circuit between the DC charging connection terminal and the motor when it is in an open state. The motor drive module is used to boost the second voltage received from the DC power supply by the motor through the fourth switch circuit in a closed state and the motor, and then output it to the high-voltage battery module through the second switch circuit in a closed state and the high-voltage battery connection terminal when the vehicle is in a charging state.

[0011] In one embodiment, the integrated power topology further includes: An AC charging connection terminal is used to connect to an AC power source. The fifth switch circuit has a first terminal connected to the high-voltage battery connection terminal and a second terminal connected to the motor drive module. The fifth switch circuit is used to connect the circuit between the high-voltage battery connection terminal and the motor drive module when it is in a closed state, and to disconnect the circuit between the high-voltage battery connection terminal and the motor drive module when it is in an open state. An on-board charger module, wherein the on-board charger module is connected in series in the circuit between the AC charging connection terminal and the motor drive module; The on-board charger module is used to convert the AC power received from the AC power source through the AC charging connection terminal into AC power output when the vehicle is in a charging state, and then output it to the high-voltage battery module through the fifth switch circuit in a closed state and the high-voltage battery connection terminal. Alternatively, the integrated power topology includes a second switching circuit, with a first terminal of the second switching circuit connected to the high-voltage battery connection terminal and a second terminal of the second switching circuit connected to the motor drive module; An on-board charger module, wherein the on-board charger module is connected in series in the circuit between the AC charging connection terminal and the motor drive module; The on-board charger module is used to convert the AC power received from the AC power source through the AC charging connection terminal into AC power when the vehicle is in a charging state, and then output the AC power to the high-voltage battery module through the second switch circuit in a closed state and the high-voltage battery connection terminal.

[0012] In one embodiment, the integrated power topology further includes: A sixth switching circuit, wherein the first terminal of the sixth switching circuit is connected to the high-voltage battery connection terminal, and the second terminal of the sixth switching circuit is connected to the DC charging connection terminal; The sixth switch circuit is used to connect the circuit between the DC charging terminal and the high-voltage battery terminal when it is in the closed state, and to disconnect the circuit between the DC charging terminal and the high-voltage battery terminal when it is in the open state.

[0013] In one embodiment, the integrated power topology further includes: Low-voltage battery connection terminal, which is used to connect to a low-voltage battery module; A DC / DC module, wherein a first terminal of the DC / DC module is connected to a second terminal of the power supply circuit, and a second terminal of the DC / DC module is connected to a low-voltage battery connection terminal; The DC / DC module is used to step down the voltage at the second terminal of the power supply circuit and output it to the low-voltage battery module via the low-voltage battery connection terminal; and / or, to step up the third voltage received from the low-voltage battery module via the low-voltage battery connection terminal and output it to the second terminal of the power supply circuit.

[0014] This utility model also proposes an integrated power topology module, including a housing and the integrated power topology described in any of the above claims, wherein the integrated power topology is disposed in the inner cavity of the housing.

[0015] This utility model also proposes an automobile, including a high-voltage battery module, a low-voltage power battery, a motor, and the aforementioned integrated power topology module; The integrated power topology module is electrically connected to the high-voltage battery module, the low-voltage power battery, and the motor, respectively.

[0016] This utility model's integrated power topology includes a power supply circuit and a first switching circuit. The first end of the power supply circuit is connected to the high-voltage battery connection terminal, and the second end is connected to both the motor drive module and the DC charging connection terminal. The first switching circuit is connected in series in the loop between the DC charging connection terminal and the first end of the power supply circuit. The power supply circuit is used to boost the first voltage received from the high-voltage battery module at its first end and then output it to the motor drive module to improve the efficiency of the motor drive module in driving the motor. It is also used to boost the DC charging current connected through the DC charging connection terminal and the first switching circuit in a closed state and then output it to the high-voltage battery module through the high-voltage battery connection terminal.

[0017] With this configuration, the present invention replaces the original DC / DC module and boost module with a single power topology, reducing the number of components and connection complexity. This not only facilitates a compact layout of the vehicle's interior space but also reduces the cost and difficulty of vehicle development and modification. Attached Figure Description

[0018] To more clearly illustrate the technical solutions in the embodiments of this utility model or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on the structures shown in these drawings without creative effort.

[0019] Figure 1 This is a schematic diagram of a module according to an embodiment of the present invention; Figure 2 This is a schematic diagram of the circuit structure of an embodiment of the present invention; Figure 3 This is a schematic diagram of the current flow direction of the boost charging circuit according to an embodiment of the present invention; Figure 4 This is a schematic diagram of a module according to another embodiment of the present invention; Figure 5 This is a schematic diagram of a module according to another embodiment of the present invention; Figure 6 This is a schematic diagram of a module according to another embodiment of the present invention; Figure 7 This is a schematic diagram of a module according to another embodiment of the present utility model; Figure 8 This is a schematic diagram of the circuit structure of another embodiment of the present invention; Figure 9 This is a schematic diagram of a module according to another embodiment of the present invention; Figure 10 This is a schematic diagram of a module according to another embodiment of the present invention; Figure 11 This is a schematic diagram of a module according to another embodiment of the present invention; Figure 12 This is a schematic diagram of the circuit structure of another embodiment of the present invention; Figure 13 This is a schematic diagram of a module according to another embodiment of the present utility model; Figure 14 This is a schematic diagram of a module according to another embodiment of the present invention; Figure 15 This is a schematic diagram of the circuit structure of another embodiment of the present invention; Figure 16 This is a schematic diagram of a module according to another embodiment of the present invention; Figure 17 This is a schematic diagram of the circuit structure of an embodiment of the present invention; Figure 18 This is a schematic diagram of a car structure according to an embodiment of the present invention.

[0020] Explanation of icon numbers: 10. High-voltage battery module; 20. Motor drive module; 30. Motor; 40. Power supply circuit; 50. First switching circuit; 60. Second switching circuit; 70. Third switching circuit; 80. Fourth switching circuit; 90. Fifth switching circuit; 100. On-board charger module; 101. Rectifier circuit; 102. PFC module; 103. High-voltage DC-DC converter circuit; 110. Low-voltage battery module; 120. Sixth switching circuit; 130. DC / DC module; 140. EMC filter.

[0021] The realization of the purpose, functional features and advantages of this utility model will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. Detailed Implementation

[0022] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of the present utility model.

[0023] It should be noted that if the embodiments of this utility model involve directional indicators (such as up, down, left, right, front, back, etc.), the directional indicators are only used to explain the relative positional relationship and movement of the components in a specific posture. If the specific posture changes, the directional indicators will also change accordingly.

[0024] Furthermore, if the embodiments of this utility model involve descriptions such as "first" or "second," these descriptions are for descriptive purposes only and should not be construed as indicating or implying their relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined with "first" or "second" may explicitly or implicitly include at least one of those features. Additionally, the use of "and / or" or "and / or" throughout the text includes three parallel solutions. For example, "A and / or B" includes solution A, solution B, or a solution where both A and B are satisfied simultaneously. Furthermore, the technical solutions of the various embodiments can be combined with each other, but this must be based on the ability of those skilled in the art to implement them. When the combination of technical solutions is contradictory or impossible to implement, it should be considered that such a combination of technical solutions does not exist and is not within the scope of protection claimed by this utility model.

[0025] In practical vehicle applications, the high-voltage battery module supplies power to the motor drive module, which in turn powers the motor. However, the voltage of the high-voltage battery module typically decreases as the battery capacity decreases, leading to reduced driving efficiency of the motor drive module. To address this issue, existing technologies usually incorporate a DC / DC converter module between the power battery and the motor drive module to achieve voltage adaptation.

[0026] In addition, existing technologies, in order to speed up the charging speed of the charging pile to the high-voltage battery module, set up a current booster module between the car's charging port and the high-voltage battery module. The current booster module is used to increase the current output to the high-voltage battery module, thereby speeding up the charging speed of the high-voltage battery module.

[0027] However, setting up DC / DC converter modules and boost modules separately in the vehicle not only takes up a lot of space, but also requires a lot of high-voltage cables and components, which is not conducive to the compact layout of the vehicle interior and affects the lightweight design of the vehicle.

[0028] Therefore, refer to Figure 1 This utility model proposes an integrated power topology for use in automobiles. The integrated power topology includes: a high-voltage battery connection terminal Vin1 for connecting to a high-voltage battery module 10; a DC charging connection terminal Vin2 for connecting to a DC power supply; and a motor drive module 20 for connecting to a motor 30. The power supply circuit 40 has a first terminal connected to the high-voltage battery connection terminal Vin1, and a second terminal connected to the motor drive module 20 and the DC charging connection terminal Vin2, respectively. A first switching circuit 50 is connected in series in the loop between the DC charging connection terminal Vin2 and the first terminal of the power supply circuit 40. The first switching circuit 50 is used to disconnect the loop between the DC charging connection terminal Vin2 and the second terminal of the power supply circuit 40 when it is in a closed state, and to connect the loop between the DC charging connection terminal Vin2 and the first terminal of the power supply circuit 40 when it is in an open state. The power supply circuit 40 is used to boost the first voltage received from the high-voltage battery module 10 at its first terminal and then output it to the motor drive module 20 when the vehicle is in operation, so as to improve the efficiency of the motor drive module in driving the motor. The power supply circuit 40 is also used to, when the vehicle is in a charging state, boost the DC charging current connected through the DC charging connection terminal Vin2 and the first switch circuit 50 which is in a closed state, and then output it to the high-voltage battery module 10 through the high-voltage battery connection terminal Vin1.

[0029] It should be noted that, in practical applications, the circuits in the integrated power topology of this invention can be controlled by a control circuit. Optionally, the control circuit can be integrated directly within the integrated power topology as part of it. The controller includes, but is not limited to, digital signal processors (DSPs), microcontroller units (MCUs), or application-specific integrated circuits (ASICs).

[0030] Optionally, the control circuit can also be implemented using an existing automotive control system. For example, the control circuit can be implemented using a motor controller used to drive the motor drive module 20. Since the power supply circuit 40 of this invention needs to work in conjunction with the motor controller in motor drive mode, its control logic can be integrated into the motor controller to achieve resource sharing and functional collaboration. Alternatively, the control circuit can also be implemented using the vehicle controller within the automotive system; no limitation is imposed here.

[0031] It should be noted that the DC charging connection terminal Vin2 includes a DC charging positive connection terminal Vin2+ and a DC charging negative connection terminal Vin2-, which are used to connect to the positive and negative terminals of the DC power supply, respectively. The high-voltage battery connection terminal Vin1 includes a high-voltage battery positive connection terminal Vin1+ and a high-voltage battery negative connection terminal Vin1-, which are used to connect to the positive and negative terminals of the high-voltage battery module 10, respectively. The DC charging negative connection terminal Vin2- is connected to the high-voltage battery negative connection terminal Vin1-.

[0032] It should be noted that the motor drive circuit includes a three-phase inverter circuit, and the motor 30 includes three-phase windings. (Refer to...) Figure 2 The three-phase inverter circuit includes power switches Q3-Q8 and bus capacitor C3. The three-phase windings include inductors L2-L4. The input terminals of power switches Q3-Q5 are connected to the second terminal of the power supply circuit 40, and their output terminals are electrically connected to the three-phase windings. The input terminals of power switches Q6-Q8 are electrically connected to the three-phase windings, and their output terminals are connected to the negative terminal Vin1- of the high-voltage battery and the negative terminal Vin2- of the DC charging circuit, respectively. By controlling the orderly switching on and off of power switches Q3-Q8, DC power is converted into adjustable three-phase AC power, thereby driving the three-phase windings L2-L4 to generate a rotating magnetic field, which in turn drives the motor 30 to rotate.

[0033] It should be noted that in practical applications, when the user presses the start button (or turns the key to the ON position), the vehicle control unit (VCU) inside the car sends a power-on command to the control circuit, so that the control circuit recognizes that the car is in operation and controls the power supply circuit 40 to boost the first voltage received at its first terminal from the high-voltage battery module 10 before outputting it to the motor drive module 20. When the control circuit is a vehicle control unit, the vehicle control unit can directly control the power supply circuit to boost the first voltage received at its first terminal from the high-voltage battery module 10 before outputting it to the motor drive module 20 when the user presses the start button (or turns the key to the ON position).

[0034] After the charging gun is inserted into the vehicle and the connection is completed, the detection pin in the charging interface will send feedback on the connection status to the vehicle controller. When the vehicle controller confirms that the charging gun has been successfully inserted into the vehicle, it outputs a charging signal to the control circuit, so that the control circuit determines that the car is in a charging state. The control circuit then controls the power supply circuit 40 to boost the DC charging current connected through the DC charging connection terminal Vin2 and the closed first switch circuit 50, and then outputs it to the high-voltage battery module 10 through the high-voltage battery connection terminal Vin1. When the control circuit is the vehicle controller, the vehicle controller can directly control the power supply circuit 40 to boost the DC charging current connected through the DC charging connection terminal Vin2 and the closed first switch circuit 50, and then output it to the high-voltage battery module 10 through the high-voltage battery connection terminal Vin2 when it confirms that the charging gun has been successfully inserted into the vehicle.

[0035] In this embodiment, the DC power supply can be any form of DC energy source, such as a DC charging pile, an energy storage battery pack, or a photovoltaic power generation system.

[0036] In this embodiment, the first switching circuit 50 can be implemented using at least one switching device, such as a contactor, circuit breaker, and relay. For example, refer to... Figure 2 The first switching circuit 50 is a first relay S1, which is connected in series in the circuit between the DC charging connection terminal Vin2 and the second terminal of the power supply circuit 40. The first relay S1 is used to disconnect the circuit between the DC charging connection terminal Vin2 and the second terminal of the power supply circuit 40 when it is in the closed state, and to connect the circuit between the DC charging connection terminal Vin2 and the second terminal of the power supply circuit 40 when it is in the open state.

[0037] In this embodiment, the power supply circuit 40 can be implemented using any one of a single-phase power supply topology, a two-phase interleaved power supply topology, a three-phase interleaved power supply topology, or a three-level power supply topology. When the power supply circuit 40 is a single-phase topology, refer to... Figure 2 The single-phase power supply topology includes: The system comprises a first switch Q1, a second switch Q2, a first inductor L1, and a first capacitor C1. The first end of the first inductor L1 and the first end of the first capacitor C1 are both connected to the positive terminal Vin1+ of the high-voltage battery. The second end of the first capacitor C1 is connected to the negative terminal Vin2- of the DC charging circuit and the negative terminal Vin1- of the high-voltage battery, respectively. The second end of the first inductor L1 is connected to the output end of the first switch Q1 and the input end of the second switch Q2, respectively. The input end of the first switch Q1 is electrically connected to the motor drive module 20 and the DC charging positive terminal Vin2+, respectively. The output end of the second switch Q2 is connected to the DC charging negative terminal Vin2- and the high-voltage battery negative terminal Vin1-, respectively. The motor drive module 20 is also connected to the DC charging negative terminal Vin2- and the high-voltage battery negative terminal Vin1-, respectively.

[0038] The first switch Q1 and the second switch Q2 can be implemented using MOSFETs, IGBTs, thyristors, transistors, power transistors, etc. When the motor drive module 20 includes a three-phase inverter circuit, the input terminals of power switches Q3~Q5 are all connected to the output terminal of the first switch Q1, and the output terminals of power switches Q6~Q8 are respectively connected to the DC charging negative terminal Vin2- and the high-voltage battery negative terminal Vin1-.

[0039] It should be noted that the first switching circuit 50, the first switching transistor Q1, and the second switching transistor Q2 are all controllable switching devices and can all be controlled by the aforementioned control circuit.

[0040] The control circuit controls the first switch circuit 50 to open when the vehicle is running, so that the voltage at the positive terminal Vin1+ of the high-voltage battery can be boosted by the single-phase topology and output to the motor drive module 20. The specific process of the single-phase topology boosting includes an inductor energy storage process and a boosting process. During the inductor energy storage process, the control circuit controls the first switch Q1 to turn off and the second switch Q2 to turn on, respectively. At this time, the power flow of the single-phase topology is: high-voltage battery positive terminal Vin1+ → first inductor L1 → second switch Q2 → high-voltage battery negative terminal Vin1-.

[0041] During the boost process, the control circuit controls the first switch Q1 to turn on and the second switch Q2 to turn off. At this time, the power flow of the single-phase topology is as follows: high-voltage battery positive terminal Vin1+ → first inductor L1 → first switch Q1 → power switch Q3 / Q4 / Q5 → three-phase winding L2 / L3 / L4 → power switch Q6 / Q7Q8 → high-voltage battery negative terminal Vin1-. At this time, the first inductor L1 begins to release stored energy and generate induced electromotive force. The induced electromotive force is superimposed with the first voltage to form a boost output, so that the bus capacitor C3 is raised to the normal voltage range, thereby enabling the power switches Q3~Q8 to drive the motor to operate in the range of optimal overall efficiency. With this configuration, in practical applications, when the control circuit detects that the output voltage of the high-voltage battery module 10 is too low, the control single-phase topology boosts the output voltage of the high-voltage battery module 10 and outputs it to the motor drive module 20, so that the operating voltage of the motor drive module 20 is maintained within the normal voltage range (the operating voltage of the motor drive module 20), ensuring that the motor drive module 20 operates in the optimal range of overall efficiency when the car is in operation, thereby improving the car's driving range.

[0042] The control circuit is also used to close the first switch circuit 50 when the vehicle is charging, so that the single-phase topology can boost the current input through the DC charging positive terminal Vin2+ and output it to the high-voltage battery module 10. The single-phase topology's boosting process includes an inductor energy storage process and a boosting process. During the inductor energy storage process, the control circuit controls the first switch Q1 to turn on and the second switch Q2 to turn off, respectively. Figure 3 At this time, the power flow of the single-phase topology is as follows: DC charging positive terminal Vin2+ → first relay S1 → first switch Q1 → first inductor L1 → high voltage battery positive terminal Vin1+ → high voltage battery negative terminal Vin1- → DC charging negative terminal Vin2-. The purpose of this process is to charge the first inductor L1.

[0043] During the current boosting process, the control circuit controls the first switch Q1 to turn off and the second switch Q2 to turn on, respectively. At this time, the power flow of the single-phase topology is as follows: first inductor L1 → high-voltage battery positive terminal Vin1+ → high-voltage battery module 10 → high-voltage battery negative terminal Vin1- → second switch Q2 → first inductor L1. The current in the first inductor L1 attempts to remain constant, generating an induced electromotive force that drives a large current into the high-voltage battery module 10. It can be understood that the single-phase topology utilizes the energy storage and discharge characteristics of inductors to make the output current greater than the input current, thus enabling the DC power supply to boost the current of the high-voltage battery module 10.

[0044] When the power supply circuit 40 adopts a two-phase interleaved topology, the two-phase interleaved topology consists of two parallel Boost sub-circuits. The control circuit, when the vehicle is running, periodically performs inductor energy storage and discharge boosting through each Boost sub-circuit, thereby boosting the output voltage of the high-voltage battery module 10. This raises the bus capacitor C3 to the normal voltage range, allowing the power switches Q3~Q8 to drive the motor while maintaining optimal overall efficiency. Since the current is input from the output terminals of the two parallel Boost sub-circuits and output from their input terminals during the current boosting process, the two Boost sub-circuits can be equivalent to two parallel Buck sub-circuits. When the vehicle is charging, the control circuit periodically controls each Buck sub-circuit to sequentially perform inductor energy storage and discharge boosting processes, thereby boosting the DC charging current.

[0045] When the power supply circuit 40 adopts a three-phase interleaved topology or a three-level topology, it consists of three parallel Boost sub-circuits. When the vehicle is running, the control circuit periodically performs inductor energy storage and discharge boosting through each Boost sub-circuit to boost the voltage of the high-voltage battery module 10, thereby raising the bus capacitor C3 to the normal voltage range. This allows the power switches Q3~Q8 to drive the motor while maintaining optimal overall efficiency. Since the current is input from and output from the three parallel Boost sub-circuits during the boosting process, the three parallel Boost sub-circuits can be equivalent to three parallel Buck sub-circuits. The control circuit, when the vehicle is charging, controls each Buck sub-circuit to periodically perform inductor energy storage and discharge boosting to boost the DC charging current output by the DC power supply.

[0046] With this configuration, compared to the traditional design where the DC / DC module 130 and the boost module each have independent power devices (such as MOSFETs, IGBTs) and magnetic components (inductors, transformers), this utility model can achieve boost and boost functions with only two switching transistors and one inductor. This is equivalent to reusing the power devices and magnetic components of the DC / DC module 130 or the boost module, significantly reducing the number of components and connecting cables, which is beneficial for the compact and lightweight design of the vehicle's internal structure.

[0047] Understandably, when the control circuit is performing one of the current boosting or voltage boosting processes, it will shut down the other process to avoid conflict between the two.

[0048] With the above configuration, this utility model replaces the original DC / DC module and boost module with a single power topology, reducing the number of components and connection complexity. This not only facilitates a compact layout of the vehicle's interior space but also reduces the cost and difficulty of vehicle development and modification.

[0049] In one embodiment of this utility model, reference is made to Figure 4 The integrated power topology further includes: The second switching circuit 60 has a first terminal connected to the high-voltage battery connection terminal Vin1 and a second terminal connected to the motor drive module 20. The second switching circuit 60 is used to connect the circuit between the high-voltage battery connection terminal Vin1 and the motor drive module 20 when it is in the closed state, and to disconnect the circuit between the high-voltage battery connection terminal Vin1 and the motor drive module 20 when it is in the open state. The motor drive module 20 is used to receive the first voltage and control the motor 30 to operate via the second switch circuit 60, which is in a closed state, when the vehicle is in operation. The second switch circuit 60 is a controllable switching device and can be controlled by the aforementioned control circuit. The second switch circuit 60 can be implemented using at least one switching device, such as a contactor, circuit breaker, or relay. For example, see reference... Figure 16 The second switching circuit 60 is the second relay S2.

[0050] In this embodiment, when the output voltage of the high-voltage battery module 10 is detected to be within the normal range, the control circuit can control the second switch circuit 60 to close. When the second switch circuit 60 is closed, the power supply circuit 40 is short-circuited, so that the high-voltage battery module 10 can directly supply power to the motor drive module 20 without going through the power supply circuit 40. At this time, the power supply circuit 40 can be in the off state to avoid unnecessary energy loss.

[0051] The control circuit can also control the second switch circuit 60 to open when it detects that the output voltage of the high-voltage battery module 10 is too low, and control the power supply circuit 40 to boost the output voltage of the high-voltage battery module 10 so that the voltage received by the motor drive module 20 is maintained within the normal range, ensuring that the driving efficiency of the motor drive module 20 is not reduced.

[0052] In one embodiment of this utility model, reference is made to Figure 5 The integrated power topology further includes: A third switching circuit 70 has a first terminal connected to the high-voltage battery connection terminal Vin1 and a second terminal connected to the motor drive module 20. The third switching circuit 70 is used to connect the circuit between the high-voltage battery connection terminal Vin1 and the motor drive module 20 when it is in a closed state, and to disconnect the circuit between the high-voltage battery connection terminal Vin1 and the motor drive module 20 when it is in an open state. A fourth switching circuit 80, wherein the first end of the fourth switching circuit 80 is connected to the DC charging connection terminal Vin2, and the second end of the fourth switching circuit 80 is electrically connected to the motor 30; the fourth switching circuit 80 is used to conduct the circuit between the DC charging connection terminal Vin2 and the motor 30 when it is in the closed state, and to disconnect the circuit between the DC charging connection terminal Vin2 and the motor 30 when it is in the open state; The motor drive module 20 is used to boost the second voltage received from the DC power supply through the fourth switch circuit 80 (which is in a closed state) and the motor 30 when the vehicle is in a charging state, and then output it to the high-voltage battery module 10 through the third switch circuit 70 (which is in a closed state) and the high-voltage battery connection terminal Vin1.

[0053] Both the third switching circuit 70 and the fourth switching circuit 80 are controllable switching devices and can be controlled by the aforementioned control circuit. Both the third switching circuit 70 and the fourth switching circuit 80 can be implemented using at least one switching device, such as a contactor, circuit breaker, or relay. In one embodiment, refer to... Figure 8 The fourth switching circuit 80 can be implemented using a fourth relay S4, a fifth relay S5, and a pre-charge capacitor C2. The first terminal of the fourth relay S4 is connected to the DC charging connection terminal Vin2. The second terminal of the fourth relay S4 is connected to both the second terminal of the pre-charge capacitor C2 and the first terminal of the fifth relay S5. The second terminal of the fifth relay S5 is electrically connected to the motor 30. The pre-charge capacitor C2 acts as a buffer to prevent damage to the motor 30 due to excessive instantaneous voltage from the DC power supply output.

[0054] It should be noted that, since the motor drive module 20 includes a three-phase inverter circuit, and the motor 30 itself includes three-phase windings, when the DC charging current output by the DC power supply is input from the input terminal of the motor 30 (i.e., flows into the three-phase windings) and output from the output terminal of the motor drive module 20 (i.e., flows through the three-phase inverter circuit), the three-phase inverter circuit and the three-phase windings together constitute an equivalent three-phase interleaved topology. The boost processing of the three-phase interleaved topology can be referred to the above embodiment, and will not be elaborated here. The current flow direction of the integrated power topology during the boost process of the three-phase interleaved topology is (refer to...). Figure 8 (Arrow pointing to): DC charging positive terminal Vin2+ → fourth relay S4 → fifth relay S5 → three-phase winding L2 / L3 / L4 → power switch Q3 / Q4 / Q5 → third relay S3 → high-voltage battery positive terminal Vin1+ → high-voltage battery negative terminal Vin1- → DC charging negative terminal Vin2-.

[0055] It is understandable that during the process of the control circuit controlling the motor drive module 20 to perform the boost process, the fourth switch circuit 80 is also closed simultaneously to conduct the circuit between the DC charging connection terminal Vin2 and the motor 30, so that the motor 30 can receive the DC charging voltage output from the DC power supply.

[0056] At the same time, the control circuit also controls the third switch circuit 70 to close, short-circuiting the power supply circuit 40, thereby connecting the power supply path between the high-voltage battery connection terminal Vin1 and the motor drive module 20, and preventing the power supply circuit 40 from hindering the output voltage from the motor drive module 20 to the high-voltage battery connection terminal Vin1.

[0057] With the above configuration, this utility model can achieve boost charging of the high-voltage battery module 10 by adding only two switching circuits to the existing motor drive module 20 and motor 30 in the automobile. The two switching circuits can be implemented using a minimum of two switching devices. Compared with the prior art, which requires adding a boost module in the whole vehicle to achieve boost charging, the interface and cable required for its development are less. This not only helps to make the interior space of the vehicle more compact, but also reduces the cost and difficulty of vehicle development and modification.

[0058] Based on the above-described integrated power topology including the second switching circuit 60, it is understood that the connection relationship of the second switching circuit 60 is the same as that of the third switching circuit 70. It is understood that the second switching circuit 60 and the third switching circuit 70 cannot be simultaneously in a closed state to avoid short-circuit faults. In one embodiment, referring to... Figure 6When the integrated power topology of this utility model includes a second switching circuit 60 and a third switching circuit 70, and the control circuit needs the high-voltage battery module 10 to directly power the motor drive module 20, it controls the second switching circuit 60 to close and the third switching circuit 70 to open, respectively. Similarly, when the DC power supply is used to boost and charge the high-voltage battery module 10, the control circuit also controls the third switching circuit 70 to close and the second switching circuit 60 to open, respectively, to avoid short-circuit faults.

[0059] In another embodiment, reference Figure 7 The third switch circuit 70 and the second switch circuit 60 are the same switch circuit; that is, the third switch circuit 70 can be the second switch circuit 60. In this way, when the control circuit needs the high-voltage battery module 10 to directly power the motor drive module 20 or to boost the voltage of the high-voltage battery module 10, it only needs to control the second switch circuit 60 to open. This simplifies the overall circuit structure, which not only facilitates a more compact layout of the vehicle's interior space but also reduces the cost and difficulty of vehicle development and modification.

[0060] In one embodiment of this utility model, reference is made to Figure 9 The integrated power topology further includes: AC charging connection terminal VIN3, which is used to connect to an AC power source; A fifth switching circuit 90, wherein the first end of the fifth switching circuit 90 is connected to the high-voltage battery connection terminal Vin1, and the second end of the fifth switching circuit 90 is connected to the motor drive module 20; the fifth switching circuit 90 is used to connect the circuit between the high-voltage battery connection terminal Vin1 and the motor drive module 20 when it is in a closed state, and to disconnect the circuit between the high-voltage battery connection terminal Vin1 and the motor drive module 20 when it is in an open state; The on-board charger module 100 is connected in series in the circuit between the AC charging connection terminal VIN3 and the motor drive module 20.

[0061] In this embodiment, the fifth switching circuit 90 is a controllable switching device that can be controlled by the aforementioned control circuit. The fifth switching circuit 90 can be implemented using at least one switching device, such as a contactor, circuit breaker, or relay. For example, refer to... Figure 12 The fifth switch circuit 90 is the sixth relay S6, which is connected in series in the circuit between the high-voltage battery connection terminal Vin1 and the motor drive module 20.

[0062] It should be noted that the AC power source can be any form of AC energy source, such as AC charging piles, household socket power, energy storage inverter output, or vehicle charger 30 adapter power supply. The AC charging connection terminal VIN3 includes the AC charging live wire connection terminal VIN3+ and the AC charging neutral wire connection terminal VIN3-, which are used to connect the live wire and neutral wire of the AC power source, respectively.

[0063] In this embodiment, the on-board charger module 100, when the vehicle is in a charging state, converts the AC power received from the AC power supply through the AC charging connection terminal VIN3, and then outputs it to the high-voltage battery module 10 via the fifth switch circuit 90 (which is in a closed state) and the high-voltage battery connection terminal Vin1, thus realizing AC slow charging of the high-voltage battery module 10. The current flow of the integrated power topology during AC slow charging is as follows (refer to...). Figure 12 (Arrow pointing to): AC charging live wire connection terminal VIN3+ → On-board charger module 100 → Fifth switch circuit 90 → High-voltage battery positive terminal Vin1+ → High-voltage battery negative terminal Vin1- → On-board charger module 100 → AC charging neutral wire connection terminal VIN3-. The method by which the on-board charger module 100 identifies the vehicle's charging status is the same as that of the power supply circuit 40, and will not be described in detail here.

[0064] With this configuration, the on-board charger module 100 is integrated into the power topology structure, which not only improves the functionality of the integrated power topology so that it can perform boost charging and AC slow charging of the high-voltage power battery, but also facilitates the space planning and layout optimization of the vehicle platform.

[0065] In this embodiment, the on-board charger module 100 may include a rectifier circuit 101, a PFC module 102 (power factor correction module), and a high-voltage DC-DC converter circuit 103. The rectifier circuit 101, PFC module 102, and high-voltage DC-DC converter circuit 103 are connected in series in the loop between the AC charging connection terminal VIN3 and the motor drive module 20. The rectifier circuit 101 rectifies the AC power output from the AC power source to output DC power. The PFC module 102 performs power factor correction on the rectified DC power to reduce harmonic currents. The high-voltage DC-DC converter circuit 103 boosts or regulates the DC voltage processed by the PFC module 102 to output high-voltage DC power adapted to the charging voltage range of the high-voltage battery module 10.

[0066] It is understandable that, since the high-voltage DC-DC converter circuit 103 includes a transformer, which can achieve electrical isolation between the electrical input side and the output side, the high-voltage DC-DC converter circuit 103 can also achieve electrical isolation between the AC power connection terminal and the high-voltage battery module 10, thereby improving the safety of the high-voltage battery module 10.

[0067] Based on the above-described integrated power topology including the second switching circuit 60, it is understood that the connection relationship of the second switching circuit 60 is the same as that of the fifth switching circuit 90. Therefore, it is understood that the second switching circuit 60 and the third switching circuit 70 cannot be simultaneously in a closed state to avoid short-circuit faults. In one embodiment, referring to... Figure 10 When the integrated power topology of this utility model includes a second switching circuit 60 and a fifth switching circuit 90, the control circuit controls the second switching circuit 60 to close and the fifth switching circuit 90 to open respectively when the high-voltage battery module 10 needs to directly power the motor drive module 20. Similarly, the control circuit also controls the second switching circuit 60 to open and the fifth switching circuit 90 to close respectively when the high-voltage battery module 10 is being slowly charged by AC power to avoid short circuit faults.

[0068] In another embodiment, reference Figure 11 The fifth switch circuit 90 and the second switch circuit 60 are the same switch circuit; that is, the fifth switch circuit 90 can be the second switch circuit 60. In this way, when the control circuit needs the high-voltage battery module 10 to directly power the motor drive module 20 or to perform AC slow charging on the high-voltage battery module 10, it only needs to control the second switch circuit 60 to open. This simplifies the overall circuit structure, which not only facilitates a more compact layout of the vehicle's interior space but also reduces the cost and difficulty of vehicle development and modification.

[0069] Furthermore, the AC power supply can charge not only the high-voltage battery module 10, but also the low-voltage power battery inside the vehicle. In one embodiment, referencing... Figure 13 The integrated power topology also includes a low-voltage battery connection terminal VIN4, which is used to connect to the low-voltage battery module 110. The on-board charger module 100 is connected to the low-voltage battery connection terminal VIN4. The on-board charger module 100 converts the AC power output from the AC power source and outputs it to the low-voltage battery module 110 via the low-voltage battery connection terminal VIN4, thereby charging the low-voltage battery module 110.

[0070] In one embodiment of this utility model, reference is made to Figure 14 The integrated power topology further includes: The sixth switch circuit 120 has a first terminal connected to the high-voltage battery connection terminal Vin1 and a second terminal connected to the DC charging connection terminal Vin2. The sixth switch circuit 120 is used to connect the circuit between the DC charging connection terminal Vin2 and the high-voltage battery connection terminal Vin1 when it is in the closed state, and to disconnect the circuit between the DC charging connection terminal Vin2 and the high-voltage battery connection terminal Vin1 when it is in the open state. The DC power supply is used to output DC power to the high-voltage battery module 10 through the DC charging connection terminal Vin2, the sixth switch circuit 120 which is in a closed state, and the high-voltage battery connection terminal Vin1, so as to charge the high-voltage battery module 10.

[0071] In this embodiment, the sixth switching circuit 120 can be implemented using at least one switching device, such as a contactor, circuit breaker, and relay. For example, refer to... Figure 15 The sixth switch circuit 120 is the seventh relay S7, which is connected in series in the circuit between the positive terminal Vin1+ of the high voltage battery and the positive terminal Vin2+ of the DC charging. In this embodiment, when the sixth switch circuit 120 is closed, the high-voltage battery module 10 can directly receive the DC charging current output by the DC power supply, realizing DC fast charging of the high-voltage battery module 10 by the DC power supply. The specific current flow direction of the integrated power topology when performing DC fast charging on the high-voltage battery module 10 is as follows (refer to...). Figure 15 (Arrow pointing to): DC charging positive terminal Vin2+ → seventh relay S7 → high-voltage battery positive terminal Vin1+ → high-voltage battery negative terminal Vin1- → DC charging negative terminal Vin2-. With this configuration, the integrated power topology of this invention can not only achieve boost charging of the high-voltage battery module 10, but also DC fast charging of the high-voltage battery module 10, thus improving the functionality of the integrated power topology.

[0072] In one embodiment of this utility model, reference is made to Figure 16 The integrated power topology further includes: Low-voltage battery connection terminal VIN4 is used to connect to low-voltage battery module 110; DC / DC module 130, the first terminal of which is connected to the second terminal of power supply circuit 40, and the second terminal of DC / DC module 130 is connected to the low-voltage battery connection terminal VIN4; The DC / DC module 130 is used to step down the voltage at the second terminal of the power supply circuit 40 and then output it to the low-voltage battery module 110 via the low-voltage battery connection terminal VIN4. And / or, the third voltage received from the low-voltage battery module 110 via the low-voltage battery connection terminal VIN4 is boosted and then output to the second terminal of the power supply circuit 40.

[0073] It should be noted that the low-voltage battery module 110 is the vehicle's low-voltage battery, which supplies power to multiple low-voltage devices within the vehicle. The low-voltage battery connection terminals include the positive terminal VIN4+ and the negative terminal VIN4-.

[0074] With this configuration, in practical applications, the DC / DC module 130 can be used to charge the low-voltage battery module 110 from the high-voltage battery module 10, preventing situations where insufficient power in the low-voltage battery module 110 leads to the vehicle's functions being affected due to the charging station being far from the user. Alternatively, it can be used to boost the voltage of the low-voltage battery module 110 before the high-voltage battery module 10 supplies power to the motor drive module 20, outputting it to the second terminal of the power supply circuit 40. The motor drive module 20 receives the boosted voltage (e.g., 100V) through the second terminal of the power supply circuit 40, achieving pre-charging of the motor drive module 20. This effectively avoids the impact and potential damage risk caused by the instantaneous high voltage (e.g., 500V) output by the high-voltage battery module 10 being directly applied to the motor drive module 20.

[0075] It is understandable that when the DC / DC module 130 is a bidirectional DC / DC module, the above two technical effects can be achieved, thereby further enhancing the reliability of the entire vehicle.

[0076] Since the on-board charger module 100 in the above embodiment is connected to the positive terminal VIN4+ and the negative terminal VIN4- of the low-voltage battery, and the DC / DC module 130 in this embodiment is also connected to the positive terminal VIN4+ and the negative terminal VIN4- of the low-voltage battery, therefore, in a preferred embodiment, referring to... Figure 17 The DC / DC module 130 is connected in series between the on-board charger module 100 and the low-voltage battery connection terminal VIN4, so that the on-board charger module 100 and the DC / DC module 130 share the same cable to connect to the positive terminal VIN4+ and the negative terminal VIN4- of the low-voltage battery, saving some cables and thus achieving cost reduction and optimization of the whole vehicle system.

[0077] In one embodiment of this utility model, reference is made to Figure 17 The integrated power topology includes: EMC filter 140 has its input side connected to the high-voltage battery connection terminal Vin1 and the DC charging connection terminal Vin2, respectively. Its output side is also connected to the first and second terminals of the power supply circuit 40. In integrated power topologies that also include a third switching circuit 70 and a fourth switching circuit 80, the output side of EMC filter 140 is also electrically connected to the first terminal of the fourth switching circuit 80. EMC filter 140 is used to absorb high-frequency noise and differential-mode / common-mode interference present in the DC signal output from the high-voltage battery module 10 and the DC power supply, effectively reducing its external electromagnetic interference.

[0078] This utility model also proposes an integrated power topology module, including a housing and an integrated power topology as described above, wherein the integrated power topology is disposed in the inner cavity of the housing.

[0079] It is worth noting that since the integrated power topology module of this utility model is based on the above-mentioned integrated power topology, the embodiments of the integrated power topology module of this utility model include all the technical solutions of all the embodiments of the above-mentioned integrated power topology, and the technical effects achieved are exactly the same, so they will not be repeated here.

[0080] refer to Figure 18 This utility model also proposes a car, including a high-voltage battery module 10, a low-voltage power battery, a motor 30, and the integrated power topology module described above. The integrated power topology module is electrically connected to the high-voltage battery module 10, the low-voltage power battery, and the motor 30, respectively.

[0081] It should be noted that the high-voltage battery positive terminal Vin1+ and the high-voltage battery positive terminal Vin1+ of the integrated power topology are connected to the positive and negative terminals of the high-voltage battery module 10, respectively. The car has a slow charging port and a fast charging port. The DC charging positive terminal Vin2+ and the DC charging negative terminal Vin2- of the integrated power topology are electrically connected to the fast charging port on the car for connecting to DC power. The AC charging live wire terminal VIN3+ and the AC charging neutral wire terminal VIN3- of the integrated power topology are electrically connected to the slow charging port on the car for connecting to AC power.

[0082] In practical applications, when the fast charging port is connected to a DC power source, the integrated power topology is used to boost / increase the DC power input from the DC power source according to the charging mode set by the user in the car, or to directly connect the DC power source and the high-voltage battery module 10, so as to realize boost charging, current charging or direct fast charging of the high-voltage battery module 10.

[0083] When the slow charging port is connected to a DC power source, the integrated power topology converts the AC power input to AC power and then charges the high-voltage battery module 10 / low-voltage battery module 110. When the control circuit detects that the low-voltage battery module 110 has insufficient power, the control circuit can also control the integrated power topology to control the high-voltage battery module 10 to charge the low-voltage battery module 110.

[0084] When the control circuit detects that the voltage of the high-voltage battery module 10 is too low, it controls the integrated power topology to increase the voltage of the high-voltage battery module 10 in order to maintain the driving efficiency of the motor drive module 20 of the integrated power topology.

[0085] It is worth noting that since the present invention is based on the above-mentioned integrated power topology module, the embodiments of the present invention include all the technical solutions of all embodiments of the above-mentioned integrated power topology module, and the technical effects achieved are exactly the same, so they will not be repeated here.

[0086] In one embodiment of this utility model, reference is made to Figure 17 The high-voltage battery connection terminal Vin1 includes a high-voltage battery positive terminal Vin1+ and a high-voltage battery negative terminal Vin1-. The high-voltage battery module 10 includes: The high-voltage power battery and the pre-charging circuit include a seventh relay S7, an eighth relay S8, a ninth relay S9, a first resistor R1 and a fuse F1. The positive terminal of the high-voltage power battery is connected to the first terminal of the fuse F1, and the second terminal of the fuse F1 is connected to the first terminal of the seventh relay S7 and the first terminal of the first resistor R1, respectively. The second end of the first resistor R1 is connected to the first end of the eighth relay S8, and the second ends of the seventh relay S7 and the eighth relay S8 are both connected to the positive terminal Vin1+ of the high-voltage battery. The first terminal of the ninth relay S9 is electrically connected to the negative terminal of the high-voltage power battery, and the second terminal of the ninth relay S9 is connected to the negative terminal Vin1- of the high-voltage battery.

[0087] In this embodiment, the control circuit is used to control the eighth relay S8 and the ninth relay S9 to close when the high-voltage power battery starts to supply power to the motor drive module 20, and to control the eighth relay S8 to open, so that the high-voltage power battery outputs through the first resistor R1, the eighth relay S8 and the positive terminal Vin1+ of the high-voltage battery. The first resistor R1 is used to buffer the DC power output by the high-voltage power battery to prevent the motor drive module 20 from receiving excessive voltage / current instantaneously.

[0088] The control circuit is also used to control the eighth relay S8 to open and the seventh relay S7 to close after the pre-charge stage is completed, so that the DC power output from the high-voltage power battery bypasses the first resistor R1 and is directly output to the high-voltage battery connection terminal Vin1, avoiding the DC power flowing through the first resistor R1 for a long time and causing heat loss.

[0089] Since both the DC / DC module 130 in the aforementioned embodiments and the pre-charging circuit in this embodiment can pre-charge the motor drive module 20, the user can choose to omit the pre-charging circuit in the high-voltage battery module 10 when the integrated power topology provided by this utility model already includes the DC / DC module 130, thereby effectively reducing the overall vehicle manufacturing cost. Alternatively, if the high-voltage battery module 10 is already equipped with a pre-charging circuit and the DC / DC module 130 is a bidirectional DC / DC module, the user can replace the bidirectional DC / DC module 130 with a lower-cost unidirectional DC / DC module, which can also meet the system's pre-charging requirements for the motor drive module 20, further achieving cost reduction and optimization of the entire vehicle system.

[0090] The above description is merely an exemplary embodiment of the present utility model and does not limit the patent scope of the present utility model. Any equivalent structural transformations made based on the technical concept of the present utility model and the contents of the present utility model specification and drawings, or direct / indirect applications in other related technical fields, are included within the patent protection scope of the present utility model.

Claims

1. A combined power topology for application in a vehicle, characterized in that The integrated power topology includes: a high-voltage battery connection terminal for connecting to a high-voltage battery module; a DC charging connection terminal for connecting to a DC power supply; and a motor drive module for connecting to a motor. A power supply circuit, wherein the first end of the power supply circuit is connected to the high-voltage battery connection terminal, and the second end is connected to the motor drive module and the DC charging connection terminal respectively. A first switching circuit is connected in series in the loop between the DC charging connection terminal and the first terminal of the power supply circuit. The first switching circuit is used to disconnect the loop between the DC charging connection terminal and the second terminal of the power supply circuit when it is in a closed state, and to connect the loop between the DC charging connection terminal and the first terminal of the power supply circuit when it is in an open state. The power supply circuit is used to boost the first voltage received from the high-voltage battery module at its first terminal and then output it to the motor drive module when the vehicle is in operation, so as to improve the efficiency of the motor drive module in driving the motor. The power supply circuit is also used to, when the vehicle is in a charging state, boost the DC charging current connected through the DC charging connection terminal and the first switch circuit in a closed state, and then output it to the high-voltage battery module through the high-voltage battery connection terminal.

2. The integrated power topology of claim 1, wherein, The power supply circuit can be any one of a single-phase power supply topology, a two-phase interleaved power supply topology, a three-phase interleaved power supply topology, or a three-level power supply topology.

3. The integrated power topology of claim 2, wherein, The power supply circuit is a single-phase power supply topology. The DC charging connection terminal includes a DC charging positive connection terminal and a DC charging negative connection terminal. The high-voltage battery connection terminal includes a high-voltage battery positive connection terminal and a high-voltage battery negative connection terminal. The DC charging negative connection terminal and the high-voltage battery negative connection terminal are connected. The single-phase power supply topology includes: The system comprises a first switching transistor, a second switching transistor, a first inductor, and a first capacitor. The first end of the first inductor and the first end of the first capacitor are both connected to the positive terminal of the high-voltage battery. The second end of the first capacitor is connected to both the negative terminal of the DC charging circuit and the negative terminal of the high-voltage battery. The second end of the first inductor is connected to the output end of the first switching transistor and the input end of the second switching transistor, respectively. The input end of the first switching transistor is electrically connected to the motor drive module and the DC charging positive terminal, respectively. The output end of the second switching transistor is connected to the DC charging negative terminal and the high-voltage battery negative terminal, respectively.

4. The integrated power topology of claim 1, wherein, The integrated power topology also includes: The second switching circuit has a first terminal connected to the high-voltage battery connection terminal and a second terminal connected to the motor drive module. The second switching circuit is used to connect the circuit between the high-voltage battery connection terminal and the motor drive module when it is in the closed state, and to disconnect the circuit between the high-voltage battery connection terminal and the motor drive module when it is in the open state. The motor drive module is used to receive the first voltage and control the motor to work via the second switch circuit, which is in a closed state, when the vehicle is in operation.

5. The integrated power topology of any one of claims 1 to 4, wherein, The integrated power topology also includes: A third switching circuit, wherein the first end of the third switching circuit is connected to the high-voltage battery connection terminal, and the second end of the third switching circuit is connected to the motor drive module; the third switching circuit is used to conduct the circuit between the high-voltage battery connection terminal and the motor drive module when it is in a closed state, and to disconnect the circuit between the high-voltage battery connection terminal and the motor drive module when it is in an open state. A fourth switching circuit, wherein a first terminal of the fourth switching circuit is connected to the DC charging connection terminal, and a second terminal of the fourth switching circuit is electrically connected to the motor; the fourth switching circuit is used to connect the circuit between the DC charging connection terminal and the motor when it is in a closed state, and to disconnect the circuit between the DC charging connection terminal and the motor when it is in an open state. The motor drive module is used to boost the second voltage received from the DC power supply by the motor through the fourth switch circuit in a closed state and the motor, and then output it to the high-voltage battery module through the third switch circuit in a closed state and the high-voltage battery connection terminal when the vehicle is in a charging state. Alternatively, the integrated power topology includes a second switching circuit, with a first terminal of the second switching circuit connected to the high-voltage battery connection terminal and a second terminal of the second switching circuit connected to the motor drive module; A fourth switching circuit, wherein a first terminal of the fourth switching circuit is connected to the DC charging connection terminal, and a second terminal of the fourth switching circuit is electrically connected to the motor; the fourth switching circuit is used to connect the circuit between the DC charging connection terminal and the motor when it is in a closed state, and to disconnect the circuit between the DC charging connection terminal and the motor when it is in an open state. The motor drive module is used to boost the second voltage received from the DC power supply by the motor through the fourth switch circuit in a closed state and the motor, and then output it to the high-voltage battery module through the second switch circuit in a closed state and the high-voltage battery connection terminal when the vehicle is in a charging state.

6. The integrated power topology of any one of claims 1 to 4, wherein, The integrated power topology also includes: An AC charging connection terminal is used to connect to an AC power source. The fifth switch circuit has a first terminal connected to the high-voltage battery connection terminal and a second terminal connected to the motor drive module. The fifth switch circuit is used to connect the circuit between the high-voltage battery connection terminal and the motor drive module when it is in a closed state, and to disconnect the circuit between the high-voltage battery connection terminal and the motor drive module when it is in an open state. An on-board charger module, wherein the on-board charger module is connected in series in the circuit between the AC charging connection terminal and the motor drive module; The on-board charger module is used to convert the AC power received from the AC power source through the AC charging connection terminal into AC power output when the vehicle is in a charging state, and then output it to the high-voltage battery module through the fifth switch circuit in a closed state and the high-voltage battery connection terminal. Alternatively, the integrated power topology includes a second switching circuit, with a first terminal of the second switching circuit connected to the high-voltage battery connection terminal and a second terminal of the second switching circuit connected to the motor drive module; An on-board charger module, wherein the on-board charger module is connected in series in the circuit between the AC charging connection terminal and the motor drive module; The on-board charger module is used to convert the AC power received from the AC power source through the AC charging connection terminal into AC power when the vehicle is in a charging state, and then output the AC power to the high-voltage battery module through the second switch circuit in a closed state and the high-voltage battery connection terminal.

7. The integrated power topology of any one of claims 1 to 4, wherein, The integrated power topology also includes: A sixth switching circuit, wherein the first terminal of the sixth switching circuit is connected to the high-voltage battery connection terminal, and the second terminal of the sixth switching circuit is connected to the DC charging connection terminal; The sixth switch circuit is used to connect the circuit between the DC charging terminal and the high-voltage battery terminal when it is in the closed state, and to disconnect the circuit between the DC charging terminal and the high-voltage battery terminal when it is in the open state.

8. The integrated power topology of any one of claims 1 to 4, wherein, The integrated power topology also includes: Low-voltage battery connection terminal, which is used to connect to a low-voltage battery module; A DC / DC module, wherein a first terminal of the DC / DC module is connected to a second terminal of the power supply circuit, and a second terminal of the DC / DC module is connected to a low-voltage battery connection terminal; The DC / DC module is used to step down the voltage at the second terminal of the power supply circuit and output it to the low-voltage battery module via the low-voltage battery connection terminal; and / or, to step up the third voltage received from the low-voltage battery module via the low-voltage battery connection terminal and output it to the second terminal of the power supply circuit.

9. An integrated power topology module, comprising: It includes a housing and an integrated power topology as described in any one of claims 1 to 8, wherein the integrated power topology is disposed within the cavity of the housing.

10. An automobile characterized by comprising: It includes a high-voltage battery module, a low-voltage power battery, a motor, and an integrated power topology module as described in claim 9; The integrated power topology module is electrically connected to the high-voltage battery module, the low-voltage power battery, and the motor, respectively.

Images