Battery system and vehicle

Abstract

The application relates to a battery system and a vehicle, the battery system comprising a power supply module, a power supply distribution assembly, a charging port and a discharging port, the power supply module comprising a first power supply assembly and a second power supply assembly, the first power supply assembly being electrically connected with a first end of the charging port and a first voltage side of a bidirectional DCDC through a first switch module, the second power supply assembly being electrically connected with the discharging port through a second switch module; a first end of a second voltage side of the bidirectional DCDC being electrically connected with a first end of the discharging port through a second switch module, a second end of the second voltage side of the bidirectional DCDC being electrically connected with a second end of the charging port and a second end of the discharging port respectively. Thus, the problems that current super-high-energy batteries cannot meet the demand of the fast charging and discharging working condition of the whole vehicle and the service life attenuation of current super-energy batteries are solved, the electrical structure is simplified, and the cost and system weight are reduced.

Description

Technical Field

[0001] This application relates to the field of vehicle battery technology, and in particular to a battery system and vehicle. Background Technology

[0002] Currently, most new energy vehicle power systems use a single type of battery solution, making it difficult to simultaneously meet the demands for high energy density and high power output. While high-energy-density batteries can provide longer driving range, their performance is insufficient in high-power scenarios such as fast charging and rapid acceleration, and frequent high-current charging and discharging accelerates battery degradation, affecting its lifespan. On the other hand, while high-power batteries can meet instantaneous high-current demands, their lower energy density limits the overall vehicle range.

[0003] In related technologies, existing hybrid energy solutions typically employ complex electrical structures and control strategies, such as using multiple bidirectional converters or series-connected battery packs, leading to high system costs and reduced reliability. Furthermore, these solutions impose stringent requirements on battery parameters such as chemistry, capacity, and internal resistance, limiting the flexibility of battery selection. In addition, energy distribution efficiency between batteries is low during charging and discharging, and a single point of failure can cause the entire system to fail, necessitating immediate solutions. Summary of the Invention

[0004] This application provides a battery system and vehicle to solve the problems of current ultra-high energy batteries being unable to meet the requirements of fast charging and discharging conditions of the whole vehicle and the degradation of the life of current ultra-high energy batteries, simplifying the electrical structure and reducing cost and system weight.

[0005] A first aspect of this application provides a battery system, including: a power supply module, a power distribution component, a charging port, and a discharging port. The power distribution component includes a bidirectional DC-DC converter, a first switching module, and a second switching module. The power supply module includes a first power supply component and a second power supply component. The first power supply component is electrically connected to the first end of the charging port and the first voltage side of the bidirectional DC-DC converter through the first switch module. The second power supply component is electrically connected to the discharge port through the second switch module. The first terminal of the second voltage side of the bidirectional DC-DC converter is electrically connected to the first terminal of the discharge port through the second switch module, and the second terminal of the second voltage side of the bidirectional DC-DC converter is electrically connected to the second terminal of the charging port and the second terminal of the discharge port, respectively.

[0006] Optionally, in some embodiments, the first switch module includes: a first switch, a second switch, and a charging switch, wherein... One end of the first switch is electrically connected to the positive terminal of the first power supply component, and the other end of the first switch is electrically connected to one end of the charging switch; One end of the second switch is electrically connected to the positive terminal of the first power supply component, and the other end of the first switch is electrically connected to the first terminal of the first voltage side of the bidirectional DC-DC converter. The other end of the charging switch is electrically connected to the first end of the charging port.

[0007] Optionally, in some embodiments, the second switch module includes: The third switch, one end of which is electrically connected to the positive terminal of the second power supply component; The discharge unit has one end electrically connected to the first end of the second voltage side of the bidirectional DC-DC converter and the other end of the third switch, and the other end of the discharge unit is electrically connected to the first end of the discharge port.

[0008] Optionally, in some embodiments, the discharge unit includes: A discharge switch, one end of which is electrically connected to the first end of the second voltage side of the bidirectional DC-DC converter and the other end of the third switch, and the other end of which is electrically connected to the first end of the discharge port; A pre-charge switch, one end of which is electrically connected to one end of the discharge switch; A pre-charge resistor, one end of which is electrically connected to the other end of the pre-charge switch, and the other end of which is electrically connected to the other end of the discharge switch.

[0009] Optionally, in some embodiments, the battery system further includes: a first battery management system and a second battery management system, wherein, The input terminal of the first battery management system is communicatively connected to the output terminal of the first power supply component and the second battery management system, respectively, and the first output terminal of the first battery management system is electrically connected to the control terminal of the bidirectional DC-DC converter. The input terminal of the second battery management system is communicatively connected to the second power supply component.

[0010] Optionally, in some embodiments, the battery system further includes: The first redundant disconnection unit has one end electrically connected to the positive terminal of the first power supply component, and the other end electrically connected to the first terminal of the first switch module. The second redundant disconnection unit has one end electrically connected to the positive terminal of the second power supply component, and the other end electrically connected to the first terminal of the second switch module.

[0011] Optionally, in some embodiments, the third end of the charging port is electrically connected to one end of the charger, and the fourth end of the charging port is electrically connected to the second end of the charger.

[0012] Optionally, in some embodiments, the third end of the discharge port is electrically connected to one end of the high-voltage power distribution unit, and the fourth end of the charging port is electrically connected to the second end of the high-voltage power distribution unit, wherein both the third end and the fourth end of the high-voltage power distribution unit are electrically connected to the motor.

[0013] Optionally, in some embodiments, the energy density of the first power supply component is greater than a preset high energy density.

[0014] According to the battery system provided in this application embodiment, a first power supply component is electrically connected to a first switching module and the first voltage side of a bidirectional DC-DC converter, respectively; a second power supply component is connected to a second switching module and a discharge port, respectively; the first voltage side of the bidirectional DC-DC converter is electrically connected to the first switching module, the first terminal of the second voltage side is electrically connected to the second switching module, and the second terminal of the second voltage side of the bidirectional DC-DC converter is electrically connected to the second terminal of the charging port and the second terminal of the discharge port, respectively; the first switching module is electrically connected to the charging port; and the second switching module is electrically connected to the discharge port. This solves the problems of current ultra-high energy batteries failing to meet the requirements of fast charging and discharging in vehicles and the degradation of the lifespan of current ultra-high energy batteries, simplifies the electrical structure, and reduces cost and system weight.

[0015] A second aspect of this application provides a vehicle that includes the battery system described above.

[0016] The vehicle according to the embodiments of this application solves the problems of current ultra-high energy batteries being unable to meet the requirements of fast charging and discharging conditions of the whole vehicle and the degradation of the life of current ultra-high energy batteries by using the above-mentioned battery system, which simplifies the electrical structure and reduces cost and system weight.

[0017] Additional aspects and advantages of this application 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 this application. Attached Figure Description

[0018] The above and / or additional aspects and advantages of this application will become apparent and readily understood from the following description of the embodiments taken in conjunction with the accompanying drawings, wherein: Figure 1 This is a schematic diagram of a distributed power supply device in related technologies; Figure 2 This is a schematic diagram of the structure of a battery system in related technologies; Figure 3This is a schematic diagram of another embodiment of a battery system in the related art; Figure 4 This is a schematic diagram of another embodiment of a battery system in the related art; Figure 5 This is a schematic diagram of a battery system according to an embodiment of this application; Figure 6 A flowchart illustrating the discharge mode of a battery system according to an embodiment of this application; Figure 7 This is a flowchart of a battery system charging mode according to an embodiment of this application. Detailed Implementation

[0019] The embodiments of this application are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain this application, and should not be construed as limiting this application.

[0020] As can be understood by those skilled in the art, such as Figure 1 As shown, Figure 1 This is a distributed power supply device in related technologies. The controller monitors the voltage, internal resistance, charge, and chemical system of each battery in real time, controls the bidirectional transformer circuit of each battery, boosts or bucks the voltage of each battery circuit, and finally realizes the parallel connection of two or one battery circuits, so as to discharge or charge the external circuit in parallel.

[0021] However, because each battery circuit of this distributed power supply device requires a bidirectional DC-DC converter to achieve parallel connection of multiple battery packs, the electrical structure becomes more complex, hardware costs increase, and the energy density of the energy storage system decreases. Secondly, the above solution only achieves parallel connection of multiple battery systems by connecting a bidirectional DC-DC converter in series with each battery, ultimately enabling simultaneous charging or discharging of multiple batteries, but it cannot achieve mutual energy replenishment between batteries, resulting in a relatively limited function. Furthermore, according to... Figure 1 The solution describes a controller that needs to adjust the DC-DC converter for step-down or step-up based on multiple characteristics such as the chemical system, voltage, capacity, lifespan, and internal resistance of the two battery packs in real time, making the control strategy more complex.

[0022] Furthermore, Figure 2This is a battery system structure diagram from a related technology. The scheme connects the positive terminal of battery pack 11 and the negative terminal of battery pack 12 in series, and together they supply power to load 40 via a first DC-DC converter. Simultaneously, when the battery pack 11's charge is too low during driving, battery pack 12 can recharge battery pack 11 by closing K3 and using a second DC-DC converter to step down the voltage.

[0023] However, Figure 2 The illustrated scheme requires two DC-DC converters to achieve charging and centralized series power supply between batteries 11 and 12, increasing the complexity of the electrical structure. Regarding system reliability, temporary power can only be provided to load 40 through the voltage regulation function of the second DC-DC converter when battery 12 experiences an abnormal disconnection. However, if battery pack 11 malfunctions and disconnects, battery 12 will be unable to independently supply power to load 40 due to the series connection of the two battery packs, resulting in a complete power outage. In terms of control strategy, given the complexity of the electrical structure, precise control of the voltage regulation mode combination of the first and second DC-DC converters is necessary to achieve the desired function when facing various discharge conditions and failure modes, increasing the complexity of control. During charging, since battery packs 11 and 12 are connected in series, if battery pack 11 is fully charged but cannot continue charging, and battery pack 12 is not yet fully charged, the circuit of battery pack 11 must be kept closed. Although the second DC-DC converter can share some of the charging power, battery pack 11 still faces the risk of overcharging.

[0024] Furthermore, Figure 3 This diagram illustrates another implementation of a battery system in the related technology. The positive terminal of the first battery pack and the negative terminal of the second battery pack remain connected, and the two battery packs are still connected in series. However, they are connected via a third DC-DC converter. The first battery pack is connected to a first load via a first switching circuit, serving as a vehicle discharge load. The second battery pack is connected to a second load via a second switching circuit, serving as a low-voltage power supply load for the vehicle, typically 12V. By controlling the first and second switches, power can be supplied to the first or second load individually, or simultaneously. Furthermore, the third DC-DC converter can step down the voltage, allowing the second battery pack to charge the first battery pack.

[0025] However, Figure 3The proposed system still has significant reliability issues. For example, when the first battery pack disconnects abnormally, the positive electrode potential of the second battery pack drops, preventing it from supplying power to the second load of the vehicle's power source. However, the first load can still supply power normally due to the presence of the DC-DC converter. Regarding charging, because the first and second battery packs are connected in series, if the first battery pack is fully charged and cannot continue charging, but the second battery pack is not fully charged, the circuit of the first battery pack needs to be kept closed. Although the third DC-DC converter can share some of the charging power, the first battery pack still faces the risk of overcharging.

[0026] Furthermore, Figure 4 This is a schematic diagram of another implementation of a battery system in related technologies. The first battery and the second battery pack are connected in parallel via a buck-boost DC voltage regulator module composed of the first coil, the first bridge arm, and capacitor C1. This allows the two battery packs with different voltages to be connected in parallel and jointly power the electronic control module of the motor in the second bridge arm. Discharging can support battery 2 alone powering the electronic control module, or it can support both batteries 1 and 2 jointly powering the electronic control module. During charging, the charger can charge battery 2 alone or charge both batteries 1 and 2 simultaneously. When the voltage difference between batteries 1 and 2 is not large, both batteries can be charged directly and simultaneously.

[0027] However, Figure 4 In the illustrated scheme, both the charging pile and the on-board charger are directly connected in parallel to battery 2 and the first charging voltage regulation module 3. During the charging process, battery 2 is charged first, and then a portion of the charging current is distributed to battery pack 1 for charging through the charging voltage regulation module. Figure 4 The illustrated scheme can only be closed when the voltage difference between batteries 1 and 2 is small, enabling simultaneous fast charging of batteries 1 and 2. However, this mode still suffers from battery circulating current issues. In severe cases, this can damage the batteries or even cause a fire, posing a serious safety hazard.

[0028] Therefore, it is evident that because batteries 1 and 2 in the relevant technologies employ completely different electrochemical systems, coupled with factors such as inconsistent temperatures, the differences in internal battery parameters (especially internal resistance and polarization characteristics) will be further exacerbated under high-current fast charging conditions. This will ultimately lead to a significant deviation in the actual terminal voltages of batteries 1 and 2, thereby triggering a strong circulating current between them. In severe cases, this can cause battery damage or even fire, posing a serious safety hazard.

[0029] The battery system proposed in this application may include a super-high energy density battery pack, a power battery pack, a bidirectional DC-DC boost / buck converter, and various charging and discharging circuit switching circuits. It is mainly aimed at the next generation of new ultra-high energy batteries (350Wh / kg). By using existing mature high-power batteries, it solves the problem that current ultra-high energy batteries cannot meet the requirements of fast charging and discharging conditions of the whole vehicle and the problem of life degradation of current super-high energy batteries. By using super-high energy density battery 1 and high-power battery 2 as the power supply and energy storage device for the whole vehicle, the requirements of the whole vehicle for high energy density and high power output can be achieved.

[0030] Therefore, the battery system proposed in this application is simpler in structure and control. The entire control process relies solely on the state of charge of the two batteries and the vehicle's operating conditions. Through the boost and buck functions of the bidirectional DC-DC converter, parallel charging or discharging of the two batteries can be achieved, without specific requirements on the chemical system, capacity, internal resistance, or other parameters of the two batteries. During the vehicle discharge phase, not only can the two batteries supply power simultaneously in parallel, but battery 1 can also charge battery 2 while supplying power. During the vehicle charging phase, the charger can charge battery 1 or battery 2 individually, or charge both simultaneously. Because batteries 1 and 2 are connected in parallel, if one battery fails, the other can still supply power to the vehicle, ensuring power redundancy in the vehicle's energy system and significantly improving the reliability of the power system.

[0031] Currently, battery systems are typically divided into two types: energy-type and power-type batteries. High energy density and high power are usually mutually exclusive. This application mixes two different ultra-high energy and high-power battery cells to operate together. To significantly improve the energy density of the battery system, and considering the continuous discharge rate of the battery under extreme high-speed driving conditions, the ratio of the ultra-high energy density battery capacity to the power-type battery capacity is typically 4:1. Based on actual estimates, the energy density of the battery system can be increased by 50% compared to existing ternary lithium-ion batteries.

[0032] It should be noted that the high-energy-density battery (accounting for approximately 80%) serves as the main energy storage unit, possessing a high energy density (≥350Wh / kg). It primarily handles range extension tasks and does not directly participate in high-current discharge or fast charging, thus avoiding rapid degradation caused by frequent high-rate cycling and significantly extending its lifespan. The power battery (accounting for approximately 20%), on the other hand, focuses on high-power output, efficiently responding to instantaneous high-load conditions such as rapid vehicle acceleration, energy recovery, and fast charging, fully leveraging its high-rate and long-cycle advantages. Due to the smaller capacity of the power battery, its charging requirements are correspondingly reduced. The bidirectional DC-DC converter only needs to handle about 1 / 4 of the main battery's power to complete energy distribution, allowing the DC-DC module to be designed smaller and lighter, effectively improving the overall system's volume and mass energy density. Simultaneously, during charging, the external charger prioritizes high-power charging of the large-capacity high-energy-density battery and simultaneously replenishes the smaller-capacity power battery via the DC-DC converter, ensuring that the auxiliary battery is fully charged as much as possible while the main battery is fully charged, significantly shortening the overall charging time.

[0033] Furthermore, through a control strategy that optimizes the division of labor between the two batteries, the high-energy-density battery 1, acting as the vehicle's energy storage battery, typically does not participate in discharging. Its primary function is to charge the high-power battery 2 at a low current rate. Battery 1 only supplements power to assist the vehicle's output when the power output of the high-capacity battery is insufficient. Meanwhile, the high-power battery 2 serves as the main load power supply battery for the vehicle, meeting the demands of fast charging and rapid acceleration with high-power discharge. During charging, the charger prioritizes charging the high-capacity battery 1, while allocating a portion of its charging power to the lower-capacity battery 2. Through this rational energy allocation strategy, battery 1 can be rapidly charged while battery 2 is simultaneously fully charged.

[0034] By employing the above control methods, the number of charge-discharge cycles of battery 1 can be reduced, significantly extending the lifespan of the super-energy-density battery 1, while also enabling rapid charging of the entire battery system. Ultimately, the entire battery system simultaneously possesses superior performance characteristics such as ultra-high energy density, high power, long lifespan, and fast charging speed, achieving a 1+1>2 effect.

[0035] Therefore, compared with existing product technologies, this application achieves significant innovations in electrical structure, control strategy, and functional implementation. Regarding the electrical structure, this application simplifies the original two bidirectional DC-DC devices into one; that is, only one bidirectional DC-DC device is needed to achieve parallel discharge or charging of two batteries, greatly reducing the complexity of the electrical structure and thus effectively reducing system weight and hardware costs. Simultaneously, the two batteries are connected in parallel, achieving complete decoupling between them. During discharge, if either battery fails, the other can take over power supply; during charging, the charging process of either battery can be freely controlled, and the full charge of one battery will not affect the charging of the other.

[0036] Regarding the control strategy, the simplified electrical structure allows for optimization of the corresponding control strategy. This application no longer requires consistency in the voltage, chemical system, internal resistance, capacity, and type of the two batteries; precise control can be achieved simply by adjusting the bidirectional DC-DC converter's operating mode according to the actual operating conditions of the vehicle.

[0037] In terms of functionality, this application not only enables simultaneous power generation or charging of two parallel batteries, but also allows for independent power supply of a single battery and energy transfer between the two batteries, making the entire system more intelligent and better meeting the needs of the vehicle under different operating conditions. From the perspective of battery system performance, by combining high-energy-density batteries with power-type batteries, this solution can achieve a battery system with ultra-high energy density, high power output, and long lifespan.

[0038] In terms of charging strategy and structure, the charger in this application is directly connected to the larger capacity energy-type battery 1, enabling it to charge battery 1 directly at high power. Simultaneously, a portion of the charging power is allocated to battery 2 via a DC-DC converter. Since the capacity of battery 2 is typically only 1 / 4 that of battery 1, the charging power requirement for the DC-DC converter is correspondingly reduced to 1 / 4 of the charging power of battery 1. This significantly simplifies the size and weight of the DC-DC voltage regulation circuit, thereby effectively improving the energy density of the dual-battery system.

[0039] The battery system and vehicle of embodiments of this application are described below with reference to the accompanying drawings.

[0040] Specifically, Figure 5 This is a schematic diagram of a battery system provided in an embodiment of this application.

[0041] like Figure 5 As shown, the battery system 10 includes: a power supply module ( Figure 5 (Not shown in the image), power distribution component, charging port and discharging port, the power distribution component includes a bidirectional DC-DC converter, a first switching module and a second switching module.

[0042] The power supply module includes a first power supply component 100 and a second power supply component 200. The first power supply component 100 is electrically connected to the first end of the charging port and the first voltage side of the bidirectional DC-DC converter through a first switch module 301. The second power supply component 200 is electrically connected to the discharge port through a second switch module 302. The first end of the second voltage side of the bidirectional DC-DC converter is electrically connected to the first end of the discharge port through the second switch module 302. The second end of the second voltage side of the bidirectional DC-DC converter is electrically connected to the second end of the charging port and the second end of the discharge port.

[0043] Furthermore, the positive terminal of the first power supply component 100 is electrically connected to the first terminal of the first switch module 301, and the negative terminal of the first power supply component 100 is electrically connected to the second terminal of the first voltage side of the bidirectional DC-DC converter; the positive terminal of the second power supply component 200 is electrically connected to the first terminal of the second switch module 302, and the negative terminal of the second power supply component 200 is electrically connected to the second terminal of the discharge port; the first terminal of the first voltage side of the bidirectional DC-DC converter is electrically connected to the second terminal of the first switch module 301, the first terminal of the second voltage side of the bidirectional DC-DC converter is electrically connected to the second terminal of the second switch module 302, and the second terminal of the second voltage side of the bidirectional DC-DC converter is electrically connected to the second terminal of the charging port and the second terminal of the discharge port, respectively; the third terminal of the first switch module 301 is electrically connected to the first terminal of the charging port; and the third terminal of the second switch module 302 is electrically connected to the first terminal of the discharge port.

[0044] The energy density of the first power supply component 100 is greater than the preset high energy density.

[0045] Optionally, to achieve ultra-high energy end of the entire battery, the first power supply component 100 in this application embodiment can be a super-energy-density battery. The first power supply component 100 determines the level of high energy density of the entire battery system and is mainly used for energy storage of the whole vehicle. Typically, a new type of battery with an energy density exceeding that of the current energy type is selected. A new type of battery with an energy density ≥350Wh / kg under the current cell technology level can be selected. Currently, this system of batteries includes, but is not limited to, new types of batteries with high energy densities above 350Wh / kg such as carbon silicon anode, silicon anode, lithium metal anode, semi-solid, and solid batteries.

[0046] It should be noted that energy density measurement methods typically follow national standard battery capacity testing methods. After testing the cell capacity, the battery energy is calculated using the cell's rated voltage. Then, based on the cell's weight and volume, the battery's mass or volumetric energy density is calculated. Methods for measuring the negative electrode of new batteries usually involve three aspects: First, directly disassembling the negative electrode of the high-energy-density battery to observe its appearance. Graphite, silicon, and lithium metal typically exhibit significant differences in appearance. Second, after disassembling and cleaning the negative electrode, characterization techniques such as SEM / CP (Scanning Electron Microscope / Cross Section Polisher) can be used to analyze the cross-section of the electrode, determining whether it is a lithium metal layer or a graphite / silicon negative electrode. Finally, samples of the active material on the disassembled and cleaned negative electrode can be taken, and elemental analysis can be performed to determine the specific battery system of the negative electrode.

[0047] The second power supply component 200 in this embodiment primarily serves as the power source for the high-power output of the vehicle load. When the second power supply component 200 has low power or insufficient power output, it can be adjusted via a bidirectional DC-DC mode, allowing the first power supply component 100 to provide supplementary power or power compensation output, ensuring stable power output for the entire vehicle. Optionally, the second power supply component 200 in this embodiment is a high-power battery, and can be a mature ternary high-rate battery or a high-power battery such as lithium iron phosphate, nickel-metal hydride, or lithium titanate, which is not specifically limited here.

[0048] For example, such as Figure 5 As shown, the first voltage side of the bidirectional DC-DC converter in this embodiment can be Figure 5 On the low-voltage side of the bidirectional DC-DC converter, the second voltage side can be... Figure 5 The high-voltage side of the system. Figure 5 The PDU in this context stands for Power Distribution Unit.

[0049] Specifically, in this embodiment, the first power supply component 100 and the second power supply component 200 are mainly connected in parallel via a bidirectional DC-DC converter. That is, the first power supply component 100 and the second power supply component 200 are charged or discharged in parallel through the boost and buck modes of the bidirectional DC-DC converter. The first power supply component 100 is a high-energy-density battery, used as the primary energy storage unit, while the second power supply component 200 is a high-power battery, primarily used to power the high-power output of the vehicle load. When the second power supply component 200 has low charge or insufficient power output, it is regulated through the bidirectional DC-DC converter, and then the first power supply component 100 provides supplemental power or power compensation.

[0050] Furthermore, such as Figure 5 As shown, the battery system mainly consists of a first power supply component 100, a second power supply component 200, a power distribution component, a charging port, and a discharging port. The power distribution component further includes a bidirectional DC-DC converter, a first switch module 301, and a second switch module 302. Electrically, the positive terminal of the first power supply component 100 is connected to the first terminal of the first switch module 301, and the negative terminal of the first power supply component 100 is connected to the second terminal of the first voltage side of the bidirectional DC-DC converter. The positive terminal of the second power supply component 200 is connected to the first terminal of the second switch module 302, and the negative terminal of the second power supply component 200 is connected to the second terminal of the discharging port. The first terminal of the first voltage side of the bidirectional DC-DC converter is connected to the second terminal of the first switch module 301, while the first terminal of the second voltage side of the bidirectional DC-DC converter is connected to the second terminal of the second switch module 302. Simultaneously, the second terminal of the second voltage side is shared with the second terminals of both the charging port and the discharging port. Furthermore, the third terminal of the first switch module 301 is connected to the first terminal of the charging port, and the third terminal of the second switch module 302 is connected to the first terminal of the discharging port.

[0051] Therefore, through the coordinated control of the switching module, flexible switching of charging and discharging paths can be achieved, and bidirectional energy flow between power supply components can be realized using a bidirectional DC-DC converter. By adopting a mode where the charger is directly connected to the first power supply component 100, priority is given to charging the high-capacity first power supply component 100, while simultaneously diverting power to charge the second power supply component 200. The second power supply component 200 can be fully charged at the same time as the first power supply component 100, greatly improving the charging speed and significantly reducing the charging or discharging power requirements of the DC-DC converter, increasing the system's energy density, and optimizing the volume and space. Furthermore, by directly connecting the charger to the first power supply component 100 and then intelligently distributing charging power to the second power supply component 200 via a bidirectional DC-DC converter, the circulating current problem that might occur if the first power supply component 100 and the second power supply component 200 were directly connected in parallel is avoided.

[0052] Optionally, in some embodiments, the first switch module 301 includes: a first switch S1, a second switch S2, and a charging switch Sc, wherein one end of the first switch S1 is electrically connected to the positive terminal of the first power supply component 100, and the other end of the first switch S1 is electrically connected to one end of the charging switch Sc; one end of the second switch S2 is electrically connected to the positive terminal of the first power supply component 100, and the other end of the second switch S2 is electrically connected to the first terminal of the first voltage side of the bidirectional DC-DC converter; and the other end of the charging switch Sc is electrically connected to the first terminal of the charging port.

[0053] Specifically, such as Figure 5As shown, the first switch module 301 includes three main switching elements: a first switch S1, a second switch S2, and a charging switch Sc. These switches control the current flow and connect different components in the circuit. Specifically, one end of the first switch S1 is electrically connected to the positive terminal of the first power supply component 100, while the other end of the first switch S1 is connected to one end of the charging switch Sc. This allows current to flow from the first power supply component 100 to the charging switch Sc when the first switch S1 is closed, and then through the charging switch Sc to the first end of the charging port, thus enabling the charging of the battery pack.

[0054] Simultaneously, one end of the second switch S2 is also electrically connected to the positive terminal of the first power supply component 100, while the other end of the second switch S2 is connected to the first terminal of the first voltage side of the bidirectional DC-DC converter. When the second switch S2 is closed, current can flow from the first power supply component 100 to the bidirectional DC-DC converter. After voltage conversion by the converter, it can power other devices requiring specific voltages or perform energy management. Finally, the other end of the charging switch Sc is directly electrically connected to the first terminal of the charging port, ensuring that external power can enter the circuit through the charging port and ultimately reach the first power supply component 100 through the charging switch Sc and the first switch S1 to complete the charging process.

[0055] Optionally, in some embodiments, the second switch module 302 includes: a third switch S3, one end of which is electrically connected to the positive terminal of the second power supply component 200; and a discharge unit, one end of which is electrically connected to the first terminal of the second voltage side of the bidirectional DC-DC converter and the other end of the third switch S3, and the other end of which is electrically connected to the first terminal of the discharge port.

[0056] Specifically, the second switch module 302 includes a third switch S3 and a discharge unit. One end of the third switch S3 is electrically connected to the positive terminal of the second power supply component 200, and the other end of the third switch S3 is connected to one end of the discharge unit. The discharge unit not only performs the discharge function but also integrates a pre-charge circuit to protect the system from large current surges during startup. One end of the discharge unit is simultaneously connected to the first terminal of the second voltage side of the bidirectional DC-DC converter and the other end of the third switch S3, while the other end of the discharge unit is connected to the first terminal of the discharge port, thereby forming a current path from the second power supply component 200 through the bidirectional DC-DC converter or directly to the discharge port.

[0057] Optionally, in some embodiments, the discharge unit includes: a discharge switch Sm, one end of which is electrically connected to the first end of the second voltage side of the bidirectional DC-DC converter and the other end of the third switch S3, and the other end of the discharge switch Sm is electrically connected to the first end of the discharge port; a precharge switch Sy, one end of which is electrically connected to one end of the discharge switch Sm; and a precharge resistor R1, one end of which is electrically connected to the other end of the precharge switch Sy, and the other end of the precharge resistor R1 is electrically connected to the other end of the discharge switch Sm.

[0058] Specifically, the discharge unit consists of a discharge switch Sm, a pre-charge switch Sy, and a pre-charge resistor R1. One end of the discharge switch Sm is connected to the first terminal of the second voltage side of the bidirectional DC-DC converter and the other end of the third switch S3, while its other end is connected to the first terminal of the discharge port. To avoid excessive inrush current during capacitor charging at the initial power-up stage, this embodiment also includes a pre-charge circuit: one end of the pre-charge switch Sy is connected to the input terminal of the discharge switch Sm, and the other end of the pre-charge switch Sy is connected to one end of the pre-charge resistor R1; the other end of the pre-charge resistor R1 is connected to the output terminal of the discharge switch Sm. When the system starts, the pre-charge switch Sy is closed first, and the current slowly charges the filter capacitor at the load end through the pre-charge resistor R1. After the voltage stabilizes, the discharge switch Sm is closed, and the pre-charge switch Sy is simultaneously opened, thus completing the pre-charge process and entering the normal discharge state. This effectively improves the safety and reliability of the system and prevents contactor arcing or damage to electronic components.

[0059] Alternatively, in some embodiments, such as Figure 5 As shown, the battery system also includes: a first battery management system BMS1 and a second battery management system BMS2, wherein the input terminal of the first battery management system BMS1 is communicatively connected to the output terminal of the first power supply component 100 and the second battery management system respectively, and the first output terminal of the first battery management system BMS1 is electrically connected to the control terminal of the bidirectional DC-DC converter; the input terminal of the second battery management system BMS2 is communicatively connected to the second power supply component 200.

[0060] Among them, the first battery management system (BMS1) is the main battery management system, and the second battery management system (BMS2) is the auxiliary battery management system.

[0061] Specifically, the battery system in this embodiment integrates two battery management systems, namely a first battery management system (BMS1) and a second battery management system (BMS2), for efficient monitoring, management, and collaborative control of two independent power supply components. The input terminal of the first battery management system (BMS1) is connected to the first power supply component 100 (such as a battery pack Cell#1 to Cell#N composed of multiple battery cells connected in series) to collect key parameters such as voltage, current, temperature, state of charge, and health status of the first power supply component 100 in real time, ensuring its safe, stable, and efficient operation. Furthermore, the first battery management system (BMS1) also establishes a communication connection with the output terminal of the second battery management system (BMS2) to receive operating status information about the second power supply component 200 from the second battery management system (BMS2), thereby achieving data sharing and collaborative management between the two battery systems.

[0062] Optionally, the communication connection in the embodiments of this application may be based on CAN bus, I2C or other standard communication protocols, and is not specifically limited here.

[0063] In addition, the first battery management system (BMS1) also has control functions. Its first output terminal is electrically connected to the control terminal of the bidirectional DC-DC converter. It can send control signals to the bidirectional DC-DC converter according to system operation requirements (such as charging, discharging, voltage matching, etc.) to adjust its operating mode (boost or buck), power flow direction, and output voltage, thereby achieving precise allocation of energy between different voltage levels or different battery packs. For example, when it is necessary to transfer energy from the first power supply component 100 to the second power supply component 200 or a load, the first battery management system (BMS1) can control the bidirectional DC-DC converter to achieve boost or buck conversion.

[0064] The input terminal of the second battery management system (BMS2) is connected to the second power supply component (200) to monitor the operating status of the second power supply component (200) and transmit its data to the first battery management system (BMS1) through the communication interface, thereby forming a master-slave management architecture, which improves the modularity, scalability and security of the system.

[0065] Optionally, in some embodiments, the battery system further includes: a first redundancy cutoff unit, one end of which is electrically connected to the positive terminal of the first power supply component, and the other end of which is electrically connected to the first terminal of the first switching module; and a second redundancy cutoff unit, one end of which is electrically connected to the positive terminal of the second power supply component, and the other end of which is electrically connected to the first terminal of the second switching module.

[0066] Specifically, the first redundant disconnection unit and the second redundant disconnection unit in this application embodiment can be fuses, relays, or combinations thereof, without specific limitations. One end of the first redundant disconnection unit is electrically connected to the positive terminal of the first power supply component 100, and the other end is connected to the first terminal of the first switch module, that is, an independent disconnection device is added to the positive output path of the first power supply component; similarly, one end of the second redundant disconnection unit is electrically connected to the positive terminal of the second power supply component 200, and the other end is connected to the first terminal of the second switch module, also with an independent disconnection mechanism set in the positive path of the second power supply component. This dual redundant disconnection structure enables each power supply component to have an independent disconnection capability, which can be actively controlled or automatically triggered in an emergency, in addition to the main switch module.

[0067] For example, when the battery management system detects abnormal conditions such as overvoltage, overcurrent, short circuit, or thermal runaway in a certain battery, even if the main switch module cannot disconnect normally due to a fault, the redundant disconnection unit can still be activated to quickly disconnect the battery from the subsequent circuits, prevent the fault from spreading, ensure the safety of the whole vehicle, and significantly enhance the functional safety level of the battery system.

[0068] Therefore, the electric vehicle super-energy hybrid battery system provided in this application includes a super-energy-density battery, a power battery, a bidirectional DC-DC unit, a charging direct-connection circuit switch S1 for the first power supply component 100, a circuit switch S2 for the first power supply component 100, a circuit switch S3 for the second power supply component 200, a discharge main circuit switch Sm, a discharge circuit pre-charge resistor R1, a discharge circuit pre-charge switch Sy, and a charging main switch Sc. Electrically, only one bidirectional DC-DC unit is needed to achieve parallel discharge or charging of two batteries. Functionally, it not only enables simultaneous parallel charging or discharging of two batteries but also allows the first power supply component 100 to charge the second power supply component 200. In terms of control, it fully utilizes the advantages of two different types of batteries, with each performing its own task. The first power supply component 100 acts as the main energy source for the vehicle, charging the second power supply component 200, while the second power supply component 200 acts as the main load energy source, meeting the high-power output requirements of the vehicle in daily use and fully leveraging the advantages of the two different battery systems. In terms of charging method, the charger is directly connected to the first power supply component 100, giving priority to charging the high-capacity first power supply component 100, while simultaneously diverting power to the second power supply component 200. The second power supply component 200 can also be fully charged at the same time as the first power supply component 100, which greatly improves the charging speed, significantly reduces the charging or discharging power requirements of the DC-DC converter, improves the energy density of the system, and optimizes the volume space.

[0069] According to the battery system proposed in this application embodiment, the first power supply component 100 is electrically connected to the first switch module 301 and the first voltage side of the bidirectional DC-DC converter, respectively; the second power supply component 200 is connected to the second switch module 302 and the discharge port, respectively; the first voltage side of the bidirectional DC-DC converter is electrically connected to the first switch module 301, the first end of the second voltage side is electrically connected to the second switch module 302, and the second end of the second voltage side of the bidirectional DC-DC converter is electrically connected to the second end of the charging port and the second end of the discharge port, respectively; the first switch module 301 is electrically connected to the charging port; and the second switch module 302 is electrically connected to the discharge port. Thus, by using a single bidirectional DC-DC converter to achieve charging and discharging of the first and second power supply components, the first power supply component, as the main energy source, is preferentially charged and avoids direct high-power discharge, significantly extending its cycle life; simultaneously, the second power supply component focuses on meeting the requirements of fast charging and high-power output, ensuring the overall vehicle power performance. During the charging process, the charger directly connects to the high-capacity first power supply component for high-power charging, and efficiently distributes the remaining power through the DC-DC converter to replenish the power of the low-capacity second power supply component. This significantly shortens the total charging time of the system, reduces the power level requirements of the DC-DC converter, and significantly reduces its size and weight. Ultimately, by simplifying the system structure and reducing hardware costs, the overall energy density, power density, reliability, and service life of the battery system are improved.

[0070] This application also provides a vehicle that includes the battery system described above.

[0071] The vehicle according to the embodiments of this application solves the problems of current ultra-high energy batteries being unable to meet the requirements of fast charging and discharging conditions of the whole vehicle and the degradation of the life of current ultra-high energy batteries by using the above-mentioned battery system, which simplifies the electrical structure and reduces cost and system weight.

[0072] This application embodiment also provides a charging and discharging control method for a vehicle, which is applied to the battery system described above. The method includes the following steps: obtaining the current operating mode of the vehicle; determining the control strategy of the battery system based on the current operating mode; and charging or discharging the vehicle according to the control strategy.

[0073] Furthermore, in some embodiments, the current operating mode is a discharge mode. A control strategy for the battery system is determined based on the current operating mode, and the vehicle is charged or discharged according to the control strategy. This includes: acquiring the first state of charge (SOC) of the second power supply component 200; if the first SOC is greater than or equal to a first preset SOC, controlling the third switch S3, the discharge switch Sm, and the second switch S2 to close, and adjusting the second terminal of the bidirectional DC-DC converter to output constant power according to a first preset power, so that the first power supply component 100 and the second power supply component 200 simultaneously supply power to the motor; otherwise, controlling the third switch S3 and the discharge switch Sm to close, and controlling the second switch S2 to open, so that the second power supply component 200 supplies power to the motor; acquiring the current power demand of the motor, and determining whether the current power demand is greater than a first preset power; if the current power demand is greater than the first preset power, controlling the first power supply component 100 and the second power supply component 200 to simultaneously supply power to the motor.

[0074] Specifically, when the current operating mode is discharge mode, the battery system discharges the vehicle according to a preset control strategy to meet the power demand of the motor. This control strategy dynamically adjusts the state of each switching element in the system and the operating mode of the bidirectional DC-DC converter based on the state of charge of the second power supply component 200 and the real-time power demand of the motor, thereby achieving efficient and safe energy output.

[0075] Furthermore, the first state of charge (SOC) of the second power supply component 200 is first acquired. If the SOC is greater than or equal to a first preset SOC (e.g., set to 30%), the control system issues a command to simultaneously close the third switch S3, the discharge switch Sm, and the second switch S2. After the third switch S3 and the discharge switch Sm are closed, the first power supply component 100 and the second power supply component 200 are connected to the discharge port through the discharge unit to jointly supply power to the motor. Simultaneously, the second terminal of the bidirectional DC-DC converter is adjusted to output constant power according to a first preset power, meaning that the energy from the first power supply component 100 is converted through boost or buck conversion and then delivered to the motor side with stable power. Thus, the first power supply component 100 and the second power supply component 200 simultaneously provide power to the motor, achieving dual-source parallel power supply, improving the overall vehicle output capability, and is suitable for high-load or acceleration scenarios with high power requirements.

[0076] Conversely, if the first state of charge of the second power supply component 200 is lower than the first preset state of charge, indicating insufficient power, the control strategy will switch to a single power supply mode: the third switch S3 and the discharge switch Sm will be closed to ensure that the second power supply component 200 can still provide basic power to the motor, but at the same time, the second switch S2 will be opened to cut off the path between the first power supply component 100 and the bidirectional DC-DC converter, thereby prohibiting the first power supply component 100 from participating in the discharge. At this time, only the second power supply component 200 independently supplies power to the motor, avoiding excessive discharge of the low-charge battery and protecting its lifespan and safety.

[0077] In addition, the system also needs to obtain the current power demand of the motor in real time and determine whether the power is greater than the first preset power. If the current power demand is greater than the preset value, the first power supply component 100 is activated and together with the second power supply component 200, it supplies power to the motor to meet the instantaneous high power demand.

[0078] Furthermore, in some embodiments, after controlling the first power supply component 100 and the second power supply component 200 to simultaneously supply power to the motor when the current required power is greater than the first preset power, the method further includes: obtaining the second state of charge of the second power supply component 200; if the second state of charge is greater than or equal to the second preset state of charge, then re-execute the step of obtaining the current required power of the motor; otherwise, adjust the second terminal of the bidirectional DC-DC converter to output constant power according to the second preset power, wherein the second preset power is greater than the first preset power; determine whether the current required power is greater than the second preset power; if the current required power is greater than the second preset power, then control the first power supply component 100 and the second power supply component 200 to simultaneously supply power to the motor; otherwise, control the first power supply component 100 to supply power to the motor, and charge the second power supply component 200 based on the absolute value of the difference between the current required power and the second preset power.

[0079] Specifically, when the current power demand exceeds a first preset power, the first power supply component 100 and the second power supply component 200 are controlled to simultaneously supply power to the motor to meet the high power output demand. Based on this, to further optimize energy management, protect battery life, and improve system operational stability, the control strategy also includes subsequent dynamic evaluation and adjustment steps.

[0080] First, the second state of charge (SOC) of the second power supply component 200 is acquired to assess its remaining energy level during continuous discharge. This SOC reflects the health and sustainable discharge capability of the second power supply component 200 under current operating conditions. If the SOC is greater than or equal to a second preset SOC, it indicates that the second power supply component 200 is still in a superior energy range and has the ability to continue participating in high-power discharge. At this point, the step of "acquiring the current power demand of the motor" is re-executed, entering a new round of power demand judgment loop, realizing continuous dynamic updates of the control logic, and ensuring that the system can respond to changes in driving conditions in real time.

[0081] Conversely, if the second state of charge of the second power supply component 200 is lower than the second preset state of charge, it indicates that its power consumption is already high. Continuing to discharge at a high current may affect its lifespan or cause over-discharge risk. At this time, the system will activate the power grading management mechanism: adjusting the second terminal of the bidirectional DC-DC converter to output constant power according to the second preset power, where the second preset power is greater than the first preset power (for example, the first preset power is 30kW and the second preset power is 50kW). A larger proportion of the electrical energy is mainly supplied to the motor by the first power supply component 100 through the bidirectional DC-DC converter.

[0082] Furthermore, the system determines whether the current power demand of the motor exceeds the second preset power. If the current power demand exceeds the second preset power, the first power supply component 100 and the second power supply component 200 are controlled to simultaneously supply power to the motor, prioritizing the vehicle's power requirements. If the current power demand is less than or equal to the second preset power, only the first power supply component 100 is controlled to supply power to the motor, bearing the main load. Simultaneously, utilizing the current power surplus, a portion of the energy from the first power supply component 100 is reverse-flowed through a bidirectional DC-DC converter to charge the second power supply component 200. The charging power is determined based on the absolute value of the difference between the current power demand and the second preset power. For example, if the second preset power is 50kW and the current power demand is 40kW, the difference is 10kW. The system can utilize this 10kW surplus power as charging power, transferring energy from the first power supply component 100 to the second power supply component 200 through the bidirectional DC-DC converter.

[0083] Therefore, by prioritizing parallel power supply when the battery is fully charged, gradually reducing its discharge burden when the battery is depleted, and actively replenishing it when the system has surplus power, the state of charge of the two power supply components is effectively balanced, extending the overall lifespan of the battery system and improving the energy utilization efficiency of the entire vehicle.

[0084] Furthermore, in some embodiments, after controlling the first power supply component 100 and the second power supply component 200 to simultaneously supply power to the motor, or to charge the second power supply component 200, the method further includes: obtaining a third state of charge of the second power supply component 200; if the third state of charge is less than a third preset state of charge, disconnecting the discharge switch Sm, controlling the vehicle to enter a parking power generation mode, and adjusting the second terminal of the bidirectional DC-DC converter to output constant power according to a second preset power, so as to charge the second power supply component 200 through the first power supply component 100; obtaining a fourth state of charge of the first power supply component 100; if the fourth state of charge is less than a fourth preset state of charge, disconnecting the second switch S2 and the third switch S3, and controlling the bidirectional DC-DC converter to stop, ending the current discharge action.

[0085] Specifically, after performing operations such as "controlling the first power supply component 100 and the second power supply component 200 to supply power to the motor simultaneously" or "using the first power supply component 100 to charge the second power supply component 200", subsequent monitoring and control logic continues to be executed in order to further ensure battery safety, prevent over-discharge and maintain the stable operation of the vehicle's energy system.

[0086] First, the third state of charge (SOC) of the second power supply component 200 is acquired to assess its latest charge level during the current charging and discharging process. If this SOC is lower than the third preset SOC, it indicates that the second power supply component 200 is already at a low charge level, and continued discharge may lead to over-discharge risk, affecting battery life and even safety. In this case, the discharge switch Sm is immediately disconnected to cut off the path between the second power supply component 200 and the discharge port and motor, preventing further discharge. Simultaneously, the system controls the vehicle to enter a parking power generation mode, meaning that although the vehicle is stationary, the energy replenishment mechanism is activated, prioritizing the charging of the low-charge second power supply component 200. The energy from the first power supply component 100 is efficiently converted and delivered to the second power supply component 200, achieving active charging of the second power supply component 200 by the first power supply component 100.

[0087] Furthermore, the fourth state of charge of the first power supply component 100 is obtained. If this fourth state of charge is lower than the fourth preset state of charge, it indicates that the first power supply component 100's own charge is close to the safe boundary and it is not advisable to continue discharging. To prevent the first power supply component 100 from being over-discharged, the second switch S2 and the third switch S3 are disconnected, cutting off the connection between the first power supply component 100 and the bidirectional DC-DC converter, as well as the connection between the second power supply component 200 and the discharge circuit; simultaneously, the bidirectional DC-DC converter is controlled to stop, stopping the power conversion operation.

[0088] To facilitate a clearer and more intuitive understanding by those skilled in the art of the battery system's operation in discharge mode according to the embodiments of this application, the following is a detailed explanation. Figure 5 and Figure 6 Please provide a detailed explanation.

[0089] The first power supply component of this application can be Figure 6 Battery 1 in the middle, the second power supply component can be Figure 6 Battery 2 in the middle.

[0090] Specifically, such as Figure 6 As shown, the battery system's workflow in discharge mode includes: First, the vehicle's BMS system is activated, and it is determined whether the SOC of battery 2 is greater than or equal to the preset SOC1. If the condition is met, the third switch S3, the discharge switch Sm, and the second switch S2 are closed, and the DC-DC converter is adjusted to the high-voltage side constant power P1 output mode. At this time, battery 1 and battery 2 jointly power the vehicle motor. If the condition is not met, only S3 and Sm are closed, and S2 is opened. The DC-DC converter remains off, and battery 2 alone powers the vehicle motor.

[0091] Further, it is determined whether the required power Pm of the vehicle motor is greater than P1. If the condition is met, battery 1 and battery 2 jointly supply power to the vehicle motor, and it is further determined whether the SOC of battery 2 is less than the preset SOC2. If the condition is met, the output power of battery 1 is increased so that the DC-DC converter outputs at the maximum output power P2. Then it is determined whether the required power Pm of the vehicle motor is greater than P2. If the condition is met, battery 1 and battery 2 continue to jointly supply power to the vehicle motor; otherwise, battery 1 supplies power to the vehicle motor alone, while charging battery 2 at a power of |P2-Pm|.

[0092] If the SOC of battery 2 is less than the preset SOC3, the discharge switch Sm is disconnected, external discharge stops, and the system enters the shutdown power generation mode. At this time, battery 1 charges battery 2 at the power of P2. Finally, it is determined whether the SOC of battery 1 is less than the preset SOC4. If the condition is met, the second switch S2 and the third switch S3 are disconnected, the DC-DC converter is shut down, and the discharge process ends.

[0093] Furthermore, in some embodiments, the current operating mode is a charging mode. The control strategy of the battery system is determined according to the current operating mode, and the vehicle is charged or discharged according to the control strategy. This includes: obtaining the maximum charging power of the first power supply component 100 and the maximum charging power of the second power supply component 200; determining whether the maximum charging power of the first power supply component 100 is less than the actual input power of the charger; if the maximum charging power of the first power supply component 100 is less than the actual input power of the charger, then controlling the charging switch Sc, the first switch S1, the second switch S2 and the third switch S3 to all close, and adjusting the second terminal of the bidirectional DC-DC converter to output according to the first difference between the actual input power and the maximum charging power of the first power supply component 100, so that the charging pile charges the first power supply component 100 with the maximum charging power of the first power supply component 100, and charges the second power supply component 200 with the first difference.

[0094] Specifically, when the current operating mode is charging mode, the battery system charges the vehicle according to a preset control strategy to achieve efficient and safe energy replenishment. This strategy rationally allocates the actual input power from the external charging pile based on the charging capabilities of the first power supply component 100 and the second power supply component 200, maximizing the utilization of charging resources while avoiding battery overcharging or system overload.

[0095] First, the maximum charging power of the first power supply component 100 and the maximum charging power of the second power supply component 200 are obtained. This is usually calculated in real time by the battery management system based on the current temperature, voltage, state of charge, and aging degree of the battery, reflecting the maximum charging rate that the two power supply components can safely accept under the current conditions.

[0096] Furthermore, it is determined whether the maximum charging power of the first power supply component 100 is less than the actual input power of the charger. Here, the actual input power of the charger refers to the total power currently available from the charging pile.

[0097] If the maximum charging power of the first power supply component 100 is less than the actual input power, it indicates that charging only the first power supply component 100 cannot fully utilize the output capacity of the charging pile, resulting in a power surplus. In this case, the system will activate a dual-path parallel charging strategy: controlling the charging switch Sc, the first switch S1, the second switch S2, and the third switch S3 to all close. Based on this topology, the second terminal of the bidirectional DC-DC converter is adjusted to output constant power according to the difference between the actual input power and the maximum charging power of the first power supply component 100. At this time, while charging the first power supply component 100 based on its maximum charging power, the charger simultaneously charges the second power supply component 200 based on the difference between the actual input power and the maximum charging power of the first power supply component 100.

[0098] This not only shortens the overall charging time of the vehicle, but also improves the energy utilization efficiency of the charging system, making it suitable for complex power systems such as dual-battery architecture, range-extended electric vehicles, or energy storage vehicles.

[0099] Furthermore, in some embodiments, after controlling the charging switch Sc, the first switch S1, the second switch S2, and the third switch S3 to all be closed, and adjusting the second terminal of the bidirectional DC-DC converter to output according to the first difference between the actual input power and the maximum charging power of the first power supply component 100, the method further includes: determining the smaller value between the maximum charging power of the second power supply component 200 and the maximum output power of the bidirectional DC-DC converter; calculating the sum of the maximum charging power of the first power supply component 100 and the smaller value, and determining whether the actual input power of the charger is greater than the sum; if the actual input power of the charger is greater than the sum, determining the minimum value among the maximum output power of the bidirectional DC-DC converter, the maximum charging power of the second power supply component 200, and the first difference, so that the charging pile charges the first power supply component 100 with the maximum charging power of the first power supply component 100 while charging the second power supply component 200 with the minimum value.

[0100] Specifically, in charging mode, after the system has controlled the charging switch Sc, the first switch S1, the second switch S2 and the third switch S3 to be closed, and adjusted the second terminal of the bidirectional DC-DC converter to output according to the first difference between the actual input power and the maximum charging power of the first power supply component 100, in order to further ensure the safety of the charging process and the matching of the system components, the system also needs to execute subsequent power coordination and limiting logic.

[0101] First, calculate the maximum acceptable charging power of the second power supply component 200 and the maximum output power that the bidirectional DC-DC converter can provide under the current operating conditions, and take the smaller of the two as the upper limit of the actual acceptable charging power of the second power supply component 200. Further, calculate the sum of the maximum charging power of the first power supply component 100 and the aforementioned smaller value, and determine whether the actual input power of the charging pile is greater than this sum.

[0102] If the actual input power exceeds this sum, it indicates that the power provided by the charging pile is excessive, and the charging power is redistributed and limited. The charging switch Sc, the first switch S1, the second switch S2, and the third switch S3 are closed. The DC-DC converter is set to constant power output on the high-voltage side. The output power is the minimum value among the maximum power of the DC-DC converter, the maximum charging power of the second power supply component 200, and the first difference. At this time, the charger charges the first power supply group at the maximum charging power of the first power supply component 100 while simultaneously charging the second power supply component 200 at the first difference power.

[0103] Furthermore, in some embodiments, while the charging pile charges the first power supply component 100 at its maximum charging power and the second power supply component 200 at its minimum charging power, the method further includes: obtaining the fifth state of charge of the first power supply component 100 and the sixth state of charge of the second power supply component 200; determining whether the sixth state of charge is greater than or equal to the fifth preset state of charge and the fifth state of charge is less than the fifth preset state of charge; if the sixth state of charge is greater than or equal to the fifth preset state of charge and the fifth state of charge is less than the fifth preset state of charge, then the third switch S3 is disconnected, and the bidirectional DC-DC converter is controlled to be in a preset idle mode, and the charging pile charges the first power supply component 100 at its maximum charging power.

[0104] Specifically, during or after the charging pile charges the first power supply component 100 at its maximum charging power and the second power supply component 200 at its minimum value (i.e., the minimum of the bidirectional DC-DC maximum output power, the second power supply component 200 maximum charging power, and the first difference), the fifth state of charge of the first power supply component 100 and the sixth state of charge of the second power supply component 200 are obtained. It is then determined whether the sixth state of charge of the second power supply component 200 is greater than or equal to the fifth preset state of charge (e.g., set to 100%), and whether the fifth state of charge of the first power supply component 100 is less than the fifth preset state of charge. If so, that is, the second power supply component 200 has been charged to a higher level while the first power supply component 100 still needs to be recharged, the third switch S3 is disconnected, and the bidirectional DC-DC converter is controlled to enter a preset idle mode. In this state, all the actual input power of the external charging pile will be concentrated on charging the first power supply component 100. The charging pile continues to charge the first power supply component 100 at its current maximum allowed charging power, making full use of its charging capacity and accelerating its charging speed until its state of charge also reaches the preset target.

[0105] Furthermore, in some embodiments, after determining whether the sixth state of charge is greater than or equal to the fifth preset state of charge, and whether the fifth state of charge is less than the fifth preset state of charge, the method further includes: if the sixth state of charge is less than the fifth preset state of charge, or the fifth state of charge is greater than or equal to the fifth preset state of charge, then determining whether the fifth state of charge is greater than or equal to the fifth preset state of charge, and whether the sixth state of charge is less than the fifth preset state of charge; if the fifth state of charge is greater than or equal to the fifth preset state of charge, and the sixth state of charge is less than the fifth preset state of charge, then adjusting the second terminal of the bidirectional DC-DC converter to output according to the smaller value, so that the charging pile charges the second power supply component 200 with the smaller value.

[0106] After acquiring the sixth state of charge of the second power supply component 200 and the fifth state of charge of the first power supply component 100, and determining whether the sixth state of charge is greater than or equal to the fifth preset state of charge and whether the fifth state of charge is less than the preset value, if the sixth state of charge is less than the fifth preset state of charge, or the fifth state of charge is greater than or equal to the fifth preset state of charge, then it is determined whether the fifth state of charge is greater than or equal to the fifth preset state of charge, and whether the sixth state of charge is less than the preset value. If so, that is, the first power supply component 100 is fully or nearly fully charged, while the second power supply component 200 still needs to be charged, then the second terminal of the bidirectional DC-DC converter is adjusted, and the smaller of the maximum charging power of the second power supply component 200 and the maximum output power of the bidirectional DC-DC converter is used as the charging power to charge the second power supply component 200, and the charging of the first power supply component 100 is stopped. This fully utilizes the input capacity of the charging pile and avoids overall charging interruption or efficiency reduction due to a battery being fully charged in advance. Meanwhile, through the flexible regulation of bidirectional DC-DC converters, intelligent energy distribution among different battery packs is achieved, improving the charging balance and overall efficiency of multi-battery systems.

[0107] Furthermore, in some embodiments, the vehicle charging and discharging control method further includes: determining whether the fifth state of charge is greater than or equal to the fifth preset state of charge, and whether the sixth state of charge is greater than or equal to the fifth preset state of charge; if the fifth state of charge is greater than or equal to the fifth preset state of charge, and the sixth state of charge is greater than or equal to the fifth preset state of charge, then the third switch S3 is disconnected, and the bidirectional DC-DC converter is controlled to be in a preset idle mode, and the first switch S1 and the charging switch Sc are disconnected.

[0108] Specifically, it is determined whether the fifth state of charge of the first power supply component 100 and the sixth state of charge of the second power supply component 200 have both reached or exceeded the fifth preset state of charge. If the fifth state of charge is greater than or equal to the fifth preset state of charge, and the sixth state of charge is greater than or equal to the fifth preset state of charge, it indicates that both power supply components are fully charged or nearly fully charged. Continuing to charge is not only unnecessary but may also lead to overcharging risks, affecting battery life and system safety. At this time, it is determined that the current charging process has reached the expected goal, and a complete charging termination operation is executed, that is, the third switch S3 is disconnected, the bidirectional DC-DC converter is controlled to enter the preset idle mode, and the first switch S1 and the charging switch Sc are disconnected. The first power supply component 100 stops charging, and the charging termination phase process ends.

[0109] Furthermore, in some embodiments, after determining whether the maximum charging power of the first power supply component 100 is less than the actual input power of the charger, the method further includes: if the maximum charging power of the first power supply component 100 is greater than or equal to the actual input power of the charger, obtaining the seventh state of charge of the second power supply component 200; determining whether the seventh state of charge is greater than the sixth preset state of charge; if the seventh state of charge is greater than the sixth preset state of charge, then controlling the charging switch Sc, the first switch S1, the second switch S2 and the third switch S3 to all close, and disconnecting the bidirectional DC-DC converter, so that the charging pile charges the first power supply component 100 with the actual input power; otherwise, controlling the charging switch Sc, the first switch S1, the second switch S2 and the third switch S3 to all close, calculating the product of the actual input power and the first preset value, the second difference between the actual input power and the product, and adjusting the second terminal of the bidirectional DC-DC converter to output according to the second difference, so that the charging pile charges the first power supply component 100 with the product and charges the second power supply component 200 with the second difference.

[0110] Specifically, after determining whether the maximum charging power of the first power supply component 100 is less than the actual input power of the charger, if the maximum charging power of the first power supply component 100 is greater than or equal to the actual input power of the charger, the seventh state of charge of the second power supply component 200 is obtained. It is then determined whether this seventh state of charge is greater than the sixth preset state of charge. If the seventh state of charge is greater than the sixth preset state of charge, it indicates that the second power supply component 200 is already in a high-charge range, and continuing to charge it may lead to overcharging risk or accelerate battery aging. At this time, the charging switch Sc, the first switch S1, the second switch S2, and the third switch S3 are all closed, and the bidirectional DC-DC converter is turned off. All the actual input power of the external charging pile will be directly used to charge the first power supply component 100 through the main charging circuit formed by the charging switch Sc and the first switch S1.

[0111] Conversely, if the seventh state of charge is less than or equal to the sixth preset state of charge, then the control charging switch Sc, the first switch S1, the second switch S2, and the third switch S3 are all closed. Simultaneously, the bidirectional DC-DC converter is activated and adjusted. The system calculates the product of the actual input power and the first preset value, and the second difference between the actual input power and this product. The system adjusts the second terminal of the bidirectional DC-DC converter to output constant power according to this second difference. At this time, the bidirectional DC-DC converter operates in energy transfer mode: a portion of the power in the main charging circuit directly charges the first power supply component 100, while the remaining power is converted from the first voltage side (connected to the first power supply component 100) and output to the second voltage side via the bidirectional DC-DC converter, charging the second power supply component 200 via the third switch S3.

[0112] This enables active power distribution when the main battery has high charging capacity, ensuring efficient charging of the first power supply component 100 and using surplus power to replenish the second power supply component 200, thereby improving the overall energy utilization efficiency and charging balance of the system.

[0113] To facilitate a clearer and more intuitive understanding by those skilled in the art of the battery system's operation in charging mode according to the embodiments of this application, the following is a detailed explanation. Figure 7 Please provide a detailed explanation.

[0114] The first power supply component of this application can be Figure 7 Battery 1 in the middle, the second power supply component can be Figure 7 Battery 2 in the middle.

[0115] Specifically, such as Figure 7 As shown, the battery system's workflow in charging mode includes: First, the charging port is plugged in. The main BMS sends a charging request power Pcr, which is equal to the sum of the maximum charging power Pc1 of battery 1 and the maximum allowable charging power Pc2 of battery 2.

[0116] Further, determine whether the current maximum charging power Pc1 of battery 1 is less than the actual input power Per of the external charger. If the condition is met, close the charging switch Sc, the first switch S1, the second switch S2, and the third switch S3, and set the DC-DC converter to constant power output on the high-voltage side, with an output power Pdc = Pcr - Pc1. At this time, the charger charges battery 1 at the power of Pc1 and simultaneously charges battery 2 at the power of Pdc. If the condition is not met, further determine whether the SOC of battery 2 is greater than 90%. If the condition is met, close the charging switch Sc, the first switch S1, the second switch S2, and the third switch S3, but the DC-DC converter is in the open state. At this time, the charger directly charges battery 1 at the power of Pcr. If the condition is not met, close the charging switch Sc, the first switch S1, the second switch S2, and the third switch S3, calculate Pcr*A1, and then calculate Pcr - Pcr*A1. At this time, the charger charges battery 1 at the power of Pcr*A1 and simultaneously charges battery 2 at the power of Pcr - Pcr*A1.

[0117] Further, determine whether the actual input power Pcr of the external charger is greater than the current maximum charging power of battery 1, Pc1 + min{DC maximum power Pdc_max, Pc2}. If the condition is met, close the charging switch Sc, the first switch S1, the second switch S2, and the third switch S3, and set the DC-DC converter to constant power output on the high-voltage side, with an output power Pdc = min{DC maximum power Pdc_max, Pc2, Pcr - Pc1}. At this time, the charger charges battery 1 at the power of Pc1 and simultaneously charges battery 2 at the power of Pdc.

[0118] Then, it is determined whether battery 2 has reached or exceeded 100% and whether battery 1 has not reached 100%. If the condition is met, the third switch S3 is disconnected, the DC-DC converter is in idle mode, the second switch S2 is disconnected, battery 2 stops charging, and battery 1 continues to be charged by Pc1. If the condition is not met, it is further determined whether battery 1 has reached or exceeded 100% and whether battery 2 has not reached 100%. If the condition is met, the BMS sends a charging request power of min{DC maximum power Pdc_max, Pc2}, and the charger charges battery 2 at this power, while battery 1 stops charging.

[0119] Finally, determine whether both battery 1 and battery 2 have reached or exceeded 100%. If the condition is met, disconnect the third switch S3, the DC-DC converter is in idle mode, disconnect the second switch S2, battery 2 stops charging, disconnect the first switch S1 and the main charging switch Sc, battery 1 stops charging, and charging ends.

[0120] According to the vehicle charging and discharging control method proposed in this application, a first power supply component is electrically connected to a first switching module and the first voltage side of a bidirectional DC-DC converter; a second power supply component is connected to a second switching module and a discharge port; the first voltage side of the bidirectional DC-DC converter is electrically connected to the first switching module, the first terminal of the second voltage side is electrically connected to the second switching module, and the second terminal of the second voltage side of the bidirectional DC-DC converter is electrically connected to the second terminal of the charging port and the second terminal of the discharging port; the first switching module is electrically connected to the charging port; and the second switching module is electrically connected to the discharging port. This solves the problems of current ultra-high energy batteries failing to meet the requirements of fast charging and discharging in vehicles and the degradation of the lifespan of current ultra-high energy batteries, simplifies the electrical structure, and reduces cost and system weight.

[0121] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0122] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this application, "N" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0123] Any process or method described in the flowchart or otherwise herein can be understood as representing a module, segment, or portion of code comprising one or more N executable instructions for implementing custom logic functions or processes, and the scope of the preferred embodiments of this application includes additional implementations in which functions may be performed not in the order shown or discussed, including substantially simultaneously or in reverse order depending on the functions involved, as should be understood by those skilled in the art to which embodiments of this application pertain.

[0124] The logic and / or steps represented in the flowchart or otherwise described herein, for example, can be considered as a sequenced list of executable instructions for implementing logical functions, and can be embodied in any computer-readable medium for use by, or in conjunction with, an instruction execution system, apparatus, or device (such as a computer-based system, a processor-included system, or other system that can fetch and execute instructions from, an instruction execution system, apparatus, or device). For the purposes of this specification, "computer-readable medium" can be any means that can contain, store, communicate, propagate, or transmit programs for use by, or in conjunction with, an instruction execution system, apparatus, or device. More specific examples (a non-exhaustive list) of computer-readable media include: an electrical connection having one or more wires (electronic device), a portable computer disk drive (magnetic device), random access memory (RAM), read-only memory (ROM), erasable and editable read-only memory (EPROM or flash memory), fiber optic devices, and portable optical disc read-only memory (CDROM). Alternatively, the computer-readable medium may be paper or other suitable media on which the program can be printed, since the program can be obtained electronically, for example, by optically scanning the paper or other medium, followed by editing, interpreting, or otherwise processing as necessary, and then stored in a computer memory.

[0125] It should be understood that the various parts of this application can be implemented using hardware, software, firmware, or a combination thereof. In the above embodiments, the N steps or methods can be implemented using software or firmware stored in memory and executed by a suitable instruction execution system. For example, if implemented in hardware as in another embodiment, it can be implemented using any one or a combination of the following techniques known in the art: discrete logic circuits having logic gates for implementing logical functions on data signals, application-specific integrated circuits (ASICs) having suitable combinational logic gates, programmable gate arrays (PGAs), field-programmable gate arrays (FPGAs), etc.

[0126] Those skilled in the art will understand that all or part of the steps of the methods in the above embodiments can be implemented by a program instructing related hardware. The program can be stored in a computer-readable storage medium, and when executed, the program includes one or a combination of the steps of the method embodiments.

[0127] Furthermore, the functional units in the various embodiments of this application can be integrated into a processing module, or each unit can exist physically separately, or two or more units can be integrated into a module. The integrated module can be implemented in hardware or as a software functional module. If the integrated module is implemented as a software functional module and sold or used as an independent product, it can also be stored in a computer-readable storage medium.

[0128] The storage medium mentioned above can be a read-only memory, a disk, or an optical disk, etc. Although embodiments of this application have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting this application. Those skilled in the art can make changes, modifications, substitutions, and variations to the above embodiments within the scope of this application.

Claims

1. A battery system, characterized in that, include: The system comprises a power supply module, a power distribution component, a charging port, and a discharging port. The power distribution component includes a bidirectional DC-DC converter, a first switching module, and a second switching module. The power supply module includes a first power supply component and a second power supply component. The first power supply component is electrically connected to the first end of the charging port and the first voltage side of the bidirectional DC-DC converter through the first switch module. The second power supply component is electrically connected to the discharge port through the second switch module. The first terminal of the second voltage side of the bidirectional DC-DC converter is electrically connected to the first terminal of the discharge port through the second switch module, and the second terminal of the second voltage side of the bidirectional DC-DC converter is electrically connected to the second terminal of the charging port and the second terminal of the discharge port, respectively.

2. The battery system according to claim 1, characterized in that, The first switch module includes: a first switch, a second switch, and a charging switch, wherein, One end of the first switch is electrically connected to the positive terminal of the first power supply component, and the other end of the first switch is electrically connected to one end of the charging switch; One end of the second switch is electrically connected to the positive terminal of the first power supply component, and the other end of the second switch is electrically connected to the first terminal of the first voltage side of the bidirectional DC-DC converter. The other end of the charging switch is electrically connected to the first end of the charging port.

3. The battery system according to claim 1, characterized in that, The second switch module includes: The third switch, one end of which is electrically connected to the positive terminal of the second power supply component; The discharge unit has one end electrically connected to the first end of the second voltage side of the bidirectional DC-DC converter and the other end of the third switch, and the other end of the discharge unit is electrically connected to the first end of the discharge port.

4. The battery system according to claim 3, characterized in that, The discharge unit includes: A discharge switch, one end of which is electrically connected to the first end of the second voltage side of the bidirectional DC-DC converter and the other end of the third switch, and the other end of which is electrically connected to the first end of the discharge port; A pre-charge switch, one end of which is electrically connected to one end of the discharge switch; A pre-charge resistor, one end of which is electrically connected to the other end of the pre-charge switch, and the other end of which is electrically connected to the other end of the discharge switch.

5. The battery system according to claim 1, characterized in that, Also includes: First battery management system and second battery management system, wherein... The input terminal of the first battery management system is communicatively connected to the output terminal of the first power supply component and the second battery management system, respectively, and the first output terminal of the first battery management system is electrically connected to the control terminal of the bidirectional DC-DC converter. The input terminal of the second battery management system is communicatively connected to the second power supply component.

6. The battery system according to claim 1, characterized in that, Also includes: The first redundant disconnection unit has one end electrically connected to the positive terminal of the first power supply component, and the other end electrically connected to the first terminal of the first switch module. The second redundant disconnection unit has one end electrically connected to the positive terminal of the second power supply component, and the other end electrically connected to the first terminal of the second switch module.

7. The battery system according to claim 1, characterized in that, The third end of the charging port is electrically connected to one end of the charger, and the fourth end of the charging port is electrically connected to the second end of the charger.

8. The battery system according to claim 1, characterized in that, The third end of the discharge port is electrically connected to one end of the high-voltage power distribution unit, and the fourth end of the charging port is electrically connected to the second end of the high-voltage power distribution unit. Both the third and fourth ends of the high-voltage power distribution unit are electrically connected to the motor.

9. The battery system according to any one of claims 1-8, characterized in that, The energy density of the first power supply component is greater than the preset high energy density.

10. A vehicle, characterized in that, include: The battery system as described in any one of claims 1-9.

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