Electricity consumption management system for hybrid electric vehicle, and vehicle

Abstract

An electricity consumption management system for a hybrid electric vehicle, and a vehicle, which belong to the field of hybrid electric vehicles. The electricity consumption management system comprises a traction battery unit (1) and a charge and discharge unit (2). The traction battery unit (1) comprises a battery pack (11), a traction battery control circuit (12) and a high-voltage deenergization switch (13), wherein the traction battery control circuit (12) is located inside the battery pack (11), is respectively connected to a positive electrode and a negative electrode of the battery pack (11), and has a first output end (1210) and a second output end (1220); and the high-voltage deenergization switch (13) is located outside of the battery pack (11), and one end of the high-voltage deenergization switch (13) is electrically connected to the first output end (1210). The charge and discharge unit (2) is located outside the battery pack (11), and is electrically connected to the other end of the high-voltage deenergization switch (13) and the second output end (1220), respectively. Therefore, the cost of a product can be reduced, and the after-sales maintenance difficulty is reduced.

Description

Hybrid vehicle power management system and vehicle

[0001] This application claims priority to Chinese patent application No. 202311632084.6 filed on November 30, 2023, entitled “Power management system for hybrid vehicle and vehicle”, the entire contents of which are incorporated by reference into this application. Technical Field

[0002] The present application relates to the field of hybrid vehicles, and in particular to a power management system for a hybrid vehicle and a vehicle. Background Art

[0003] As the core components of hybrid vehicles, high-voltage system-related components such as the vehicle control system, motor system, battery system and charging system, their product quality and price will directly determine the safety of the entire vehicle. The power management system of hybrid vehicles is used to effectively manage the power consumption of the above components.

[0004] In related technologies, power management systems include a power battery unit and a charge-discharge unit. The power battery unit is connected to the charge-discharge unit via a wiring harness to output power from the power battery or charge the power battery. To ensure safe use, the power battery unit includes a battery pack and a high-voltage disconnect switch. The high-voltage disconnect switch is connected to the positive busbar inside the battery pack and is designed to disconnect immediately after a collision, cutting off the high-voltage power output of the battery pack.

[0005] However, to ensure the proper functioning of the high-voltage disconnect switch during use, regular inspection and maintenance are required. Because the high-voltage disconnect switch is located inside the battery pack, the battery pack must be disassembled for repair, inspection, or even replacement. This undoubtedly reduces maintenance efficiency and increases costs, and there is also a potential risk of electric shock during the maintenance process.

[0006] Summary of the Invention

[0007] The present application provides a hybrid vehicle power management system and vehicle, which can reduce product costs and ease after-sales maintenance difficulties. The technical solution is as follows:

[0008] An embodiment of the present application provides a power management system for a hybrid vehicle, the power management system including a power battery unit and a charge and discharge unit; the power battery unit includes a battery pack, a power battery control circuit and a high-voltage power-off switch, the power battery control circuit is located inside the battery pack, and the power battery control circuit is respectively connected to the positive and negative poles of the battery pack, the power battery control circuit has a first output end and a second output end, the high-voltage power-off switch is located outside the battery pack, and one end of the high-voltage power-off switch is electrically connected to the first output end; the charge and discharge unit is located outside the battery pack, and is respectively electrically connected to the other end of the high-voltage power-off switch and the second output end.

[0009] In another embodiment of the present application, the power battery unit further includes a plurality of high-voltage connectors, each of the high-voltage connectors having a first connection end and a second connection end, and the plurality of high-voltage connectors include a first high-voltage connector, a second high-voltage connector and a third high-voltage connector; the first high-voltage connector is connected to the battery pack, and the first connection end and the second connection end of the first high-voltage connector are electrically connected to the first output end and the second output end, respectively; the second high-voltage connector and the third high-voltage connector are respectively connected to the high-voltage power-off switch, the first connection end of the second high-voltage connector is electrically connected to the input end of the high-voltage power-off switch, and the first connection end of the third high-voltage connector is electrically connected to the output end of the high-voltage power-off switch; the second connection end of the second high-voltage connector is electrically connected to the second connection end of the first high-voltage connector and the second connection end of the third high-voltage connector, respectively, and the second connection end of the third high-voltage connector is electrically connected to the charge and discharge unit.

[0010] In another implementation of the present application, the power battery unit also includes a high-voltage power-off switch control module, the high-voltage power-off switch is integrated in the high-voltage power-off switch control module, and the second high-voltage connector and the third high-voltage connector are connected to the outer wall of the high-voltage power-off switch control module; the high-voltage power-off switch control module is used to monitor the environmental parameters of the battery pack, and when the environmental parameters of the battery pack exceed the parameter threshold, control the high-voltage power-off switch to disconnect.

[0011] In another implementation of the present application, the charging and discharging unit includes a motor controller, a drive motor, a generator and a multi-porous connector; the motor controller is electrically connected to the third high-voltage connector, and the motor controller is electrically connected to the drive motor and the generator through a three-wire copper busbar; the multi-porous connector is connected to the outer wall of the motor controller, and the multi-porous connector is electrically connected to the motor controller, and the multi-porous connector is used to be electrically connected to a high-voltage load.

[0012] In another implementation of the present application, the multi-hole connector includes multiple pairs of output terminals, and each pair of the output terminals includes a high-voltage end and a low-voltage end, and the first part of the multiple pairs of output terminals is electrically connected to the high-voltage load; the charge and discharge unit also includes multiple charge and discharge fuses, and the multiple charge and discharge fuses are integrated in the motor controller, and the multiple charge and discharge fuses are arranged in a one-to-one correspondence with the multiple pairs of output terminals, and the charge and discharge fuses are electrically connected between the output end of the motor controller and the high-voltage end of the corresponding output terminal.

[0013] In another implementation of the present application, the charging and discharging unit also includes a DC / DC converter and a low-voltage battery; the input end of the DC / DC converter is electrically connected to the high-voltage end of a pair of output terminals in the second part of the multiple pairs of output terminals, and the output end of the DC / DC converter is electrically connected to the low-voltage battery.

[0014] In another implementation of the present application, the charging and discharging unit also includes a vehicle charger, a low-voltage battery and an AC charging stand; the input end of the vehicle charger is electrically connected to the third high-voltage connector, the low-voltage output end of the vehicle charger is electrically connected to the low-voltage battery, and the high-voltage output end of the vehicle charger is electrically connected to the AC charging stand.

[0015] In another implementation of the present application, the charging and discharging unit further includes a DC charging socket, and the DC charging socket is electrically connected to the third high-voltage connector.

[0016] In another implementation of the present application, the power battery control circuit includes a pre-charging resistor, a pre-charging relay, a main positive relay and a main negative relay. The main positive relay is electrically connected between the positive pole of the battery pack and the first output end, and the pre-charging resistor and the pre-charging relay are connected in series between the positive pole of the battery pack and the first output end; the two ends of the main negative relay are electrically connected to the negative pole of the battery pack and the second output end, respectively.

[0017] In another implementation of the present application, a car is further provided, comprising a car body and a hybrid car power management system, wherein the hybrid car power management system is the power management system described above.

[0018] The beneficial effects of the technical solution provided by the embodiments of the present application are:

[0019] Because the high-voltage power-off switch is located outside the battery pack, when the high-voltage power-off switch needs to be maintained regularly or when an accident such as a collision occurs in the battery pack, there is no need to disassemble the battery pack to maintain the high-voltage power-off switch. Instead, the high-voltage power-off switch can be maintained directly, thereby improving the maintenance efficiency of the high-voltage power-off switch, reducing maintenance costs, and also reducing the potential risk of electric shock during the maintenance process.

[0020] That is to say, the power management system provided in the embodiment of the present application changes the high-voltage power-off switch from being built into the battery pack to being external to the battery pack. In this way, when an accident occurs to the battery pack, the high-voltage power-off switch can be directly repaired without disassembling the battery pack, thereby greatly improving the maintenance efficiency of the high-voltage power-off switch. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the following briefly introduces the drawings required for use in the description of the embodiments. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without any creative work.

[0022] FIG1 is an electrical schematic diagram of a hybrid vehicle power management system provided by an embodiment of the present application;

[0023] FIG2 is an electrical schematic diagram of a power management system provided in an embodiment of the present application applicable to an HEV;

[0024] FIG3 is an electrical schematic diagram corresponding to an HEV power management system in the related art;

[0025] FIG4 is an electrical schematic diagram of an electrical management system provided in an embodiment of the present application applicable to a PHEV;

[0026] FIG5 is an electrical schematic diagram corresponding to a power management system for PHEV in the related art.

[0027] The symbols in the figure represent the following meanings: 1. Power battery unit; 11. Battery pack; 12. Power battery control circuit; 1210. First output terminal; 1220. Second output terminal; 121. Pre-charge resistor; 122. Pre-charge relay; 123. Main positive relay; 124. Main negative relay; 125. Shunt; 126. Fast charge positive relay; 127. Fast charge negative relay; 13. High-voltage power-off switch; 14. High-voltage connector; 141. First high-voltage connector; 142. Second high-voltage connector; 143. Third high-voltage connector; 15. High-voltage power-off switch control module; 120. Control circuit fuse; 2. Charge and discharge unit; 21. Motor controller; 22. Drive motor; 23. Generator; 25. Multi-hole connector; 26. Converter; 27. Low-voltage battery; 28. AC charging station; 29. ​​On-board charger; 2911. DC / DC converter module; 2912. On-board charger; 210. DC charging station; 20. Charge and discharge fuse; 100. High-voltage cable; 200. Fourth high-voltage connector; 40. High-voltage load; 50. Bolt connector; 60. Three-wire copper busbar. DETAILED DESCRIPTION

[0028] In order to make the objectives, technical solutions and advantages of this application clearer, the implementation methods of this application will be further described in detail below with reference to the accompanying drawings.

[0029] Embodiments of the present application provide a power management system for hybrid vehicles. Hybrid vehicles include non-plug-in hybrid electric vehicles (HEVs) and plug-in hybrid electric vehicles (PHEVs). A non-plug-in hybrid electric vehicle (HEV) is a vehicle powered by a hybrid powertrain consisting of gasoline and electric power. The core of its design is to reduce the engine displacement to conserve fossil fuels while simultaneously supplementing insufficient power through batteries and electric motor systems. This achieves both energy conservation and emission reduction while ensuring power supply, achieving a two-pronged effect. Its operating principle is that when the vehicle is in a starting or stopping state and does not reach a certain speed or high load, it is driven by the electric motor. Only when the vehicle reaches a certain speed or high load does the engine begin to operate. This allows the engine to operate at an efficient operating condition, resulting in excellent power performance. HEVs derive their electrical energy entirely from the engine, requiring no additional charging and lacking a charging port. Refueling is sufficient, and the vehicle's energy still comes from fuel.

[0030] A plug-in hybrid electric vehicle (PHEV) can be considered a hybrid of a pure electric vehicle and a hybrid electric vehicle (HEV), combining the advantages of both. It can be driven purely in electric mode, achieving zero emissions, while also utilizing hybrid mode to extend the vehicle's range, alleviating concerns about pure electric vehicles. A PHEV not only features an engine, transmission, and drivetrain, but also a battery, motor, and electronic control system. In other words, compared to an HEV, a PHEV has a charging port, allowing for external charging.

[0031] An embodiment of the present application provides a power management system for a hybrid vehicle. As shown in FIG1 , the power management system includes a power battery unit 1 and a charge-discharge unit 2. The power battery unit 1 includes a battery pack 11, a power battery control circuit 12, and a high-voltage power disconnect switch 13. The power battery control circuit 12 is located inside the battery pack 11 and is connected to the positive and negative electrodes of the battery pack 11, respectively. The power battery control circuit 12 has a first output terminal 1210 and a second output terminal 1220. The high-voltage power disconnect switch 13 is located outside the battery pack 11, with one end of the high-voltage power disconnect switch 13 electrically connected to the first output terminal 1210. The charge-discharge unit 2 is located outside the battery pack 11 and is connected to the other end of the high-voltage power disconnect switch 13 and the second output terminal 1220, respectively. The high-voltage power disconnect switch 13 is used to connect or disconnect the electrical connection between the battery pack 11 and the charge-discharge unit 2.

[0032] When the power management system provided by the embodiments of the present application manages the power battery of a hybrid vehicle, the power management system includes a power battery unit 1 and a charge-discharge unit 2. The power battery unit 1 includes a battery pack 11, a power battery control circuit 12, and a high-voltage power disconnect switch 13. The power battery control circuit 12 is connected to the positive and negative poles of the battery pack 11, and has a first output terminal 1210 and a second output terminal 1220. One end of the high-voltage power disconnect switch 13 is connected to the first output terminal 1210. The charge-discharge unit 2 is located outside the battery pack 11 and is electrically connected to the other end and the second output terminal 1220 of the high-voltage power disconnect switch 13. In this way, the high-voltage power disconnect switch 13 can be used to control in real time whether the battery pack 11 is connected to the charge-discharge unit 2. In other words, if a fault occurs in the battery pack 11, the high-voltage power disconnect switch 13 can be controlled to open, thereby cutting off the high-voltage power transmission between the battery pack 11 and the charge-discharge unit 2, ensuring the safety of the battery pack 11.

[0033] Because the high-voltage power-off switch 13 is located outside the battery pack 11, when the high-voltage power-off switch needs to be regularly maintained or when an accident such as a collision occurs in the battery pack, there is no need to disassemble the battery pack 11 to repair the high-voltage power-off switch 13. Instead, the high-voltage power-off switch 13 can be directly repaired, thereby improving the maintenance efficiency of the high-voltage power-off switch 13, reducing maintenance costs, and also reducing the potential risk of electric shock during the maintenance process.

[0034] That is to say, the power management system provided in the embodiment of the present application changes the high-voltage power-off switch 13 from being originally built into the battery pack 11 to being externally placed outside the battery pack 11 and between the battery pack 11 and the charging and discharging unit 2. In this way, when an accident occurs to the battery pack 11, there is no need to disassemble the battery pack 11 to repair the high-voltage power-off switch 13, which greatly improves the maintenance efficiency of the high-voltage power-off switch 13.

[0035] The following describes specific situations in which the power management system provided in the embodiments of the present application is applied in HEV and PHEV in conjunction with Figures 2-5.

[0036] Figure 2 is an electrical schematic diagram of the power management system provided in an embodiment of the present application, suitable for use in an HEV. In conjunction with Figure 2, the power battery unit 1 includes a power battery cell 1, a charge-discharge unit 2, and multiple high-voltage connectors 14. For details regarding the power battery cell 1 and the charge-discharge unit 2, see Figure 1. Each high-voltage connector 14 has a first connection end and a second connection end. The multiple high-voltage connectors 14 include a first high-voltage connector 141, a second high-voltage connector 142, and a third high-voltage connector 143.

[0037] The first high-voltage connector 141 is connected to the battery pack 11, and the first and second connecting ends of the first high-voltage connector 141 are electrically connected to the first and second output ends 1210 and 1220, respectively. The second high-voltage connector 142 and the third high-voltage connector 143 are respectively connected to the high-voltage power-off switch 13. The first connecting end of the second high-voltage connector 142 is electrically connected to the input end of the high-voltage power-off switch 13, and the first connecting end of the third high-voltage connector 143 is electrically connected to the output end of the high-voltage power-off switch 13. The second connecting end of the second high-voltage connector 142 is electrically connected to the second connecting end of the first high-voltage connector 141 and the second connecting end of the third high-voltage connector 143, respectively. The second connecting end of the third high-voltage connector 143 is electrically connected to the charge-discharge unit 2.

[0038] In the above implementation, by respectively arranging high-voltage connectors 14 in the battery pack 11 and the high-voltage power-off switch 13, the high-voltage power-off switch 13 can be electrically connected to the battery pack 11 and the charge and discharge unit 2 through the high-voltage connectors 14, so as to facilitate the arrangement and connection of the wires and improve the safety of electricity use.

[0039] Illustratively, the first high-voltage connector 141 is inserted into or embedded in the outer protective shell of the battery pack 11 , and the second high-voltage connector 142 and the third high-voltage connector 143 are also inserted into or embedded in the outer protective shell of the high-voltage power disconnect switch 13 .

[0040] In this embodiment, the first high-voltage connector 141 and the second high-voltage connector 142 , as well as the third high-voltage connector 143 and the charge-discharge unit 2 are all connected via the high-voltage cable 100 .

[0041] For example, in order to reduce resistance and meet the requirements of high current transmission, the cross-sectional area of ​​the high-voltage cable 100 is as large as possible. However, considering the cost, in this embodiment, the cross-sectional area of ​​the high-voltage cable 100 is 25-40 mm. 2 For example, it can be 35mm 2 .

[0042] Similarly, to facilitate electrical connection between the third high-voltage connector 143 and the charge-discharge unit 2, a fourth high-voltage connector 200 having the same high-voltage connector structure as described above is also provided on the charge-discharge unit 2. The first and second connection ends of the fourth high-voltage connector 200 are electrically connected to the charge-discharge unit 2, respectively.

[0043] The first connection end of the third high-voltage connector 143 is electrically connected to the first connection end of the fourth high-voltage connector 200 through the high-voltage cable 100 , and the second connection end of the third high-voltage connector 143 is electrically connected to the second connection end of the fourth high-voltage connector 200 through the high-voltage cable 100 .

[0044] Optionally, the power battery unit 1 further includes a high-voltage power disconnect switch control module 15. The high-voltage power disconnect switch 13 is integrated into the high-voltage power disconnect switch control module 15, and the second high-voltage connector 142 and the third high-voltage connector 143 are connected to the outer wall of the high-voltage power disconnect switch control module 15. The high-voltage power disconnect switch control module 15 is configured to monitor the environmental parameters of the battery pack 11 and control the high-voltage power disconnect switch 13 to disconnect when the environmental parameters of the battery pack 11 exceed a parameter threshold.

[0045] In the above implementation, the high-voltage power-off switch control module 15 is used to control the high-voltage power-off switch 13 to be disconnected according to the monitored environmental parameters of the battery pack 11 .

[0046] The aforementioned environmental parameters include at least one of temperature, wading depth, and smoke concentration. Correspondingly, the parameter thresholds include temperature thresholds, wading depth thresholds, and smoke concentration thresholds. That is, the high-voltage power disconnect switch control module 15 can automatically control the disconnection of the high-voltage power disconnect switch 13 based on at least one of the monitored battery pack 11 temperature, wading depth, and smoke concentration.

[0047] In actual use, the high-voltage power-off switch control module 15 can be a digital controller with a programmable logic controller (PLC) and a sensor detection device, in which the corresponding thresholds of the battery pack 11 temperature, wading depth, and smoke concentration can be pre-set.

[0048] The sensor device within the high-voltage power-off switch control module 15 is used to monitor the battery pack 11's temperature, wading depth, and smoke concentration. If any of these values ​​exceeds a corresponding threshold, the high-voltage power-off switch control module 15 controls the high-voltage power-off switch 13 to open, thereby promptly cutting off the battery pack 11 from supplying high-voltage power to the charging and discharging unit 2.

[0049] The outer wall of the high-voltage power-off switch control module 15 mentioned above refers to an outer protective shell outside the high-voltage power-off switch control module 15 and having insulating properties.

[0050] In this embodiment, the high-voltage power-off switch 13 can be a normally closed switch (can be a normally closed relay), that is, the high-voltage power-off switch 13 is in a closed state after being turned on, and when the values ​​of the temperature, wading depth, and smoke concentration of the battery pack 11 exceed the corresponding threshold values, it will change from a closed state to an open state.

[0051] Optionally, the charge and discharge unit 2 includes a motor controller 21 , a drive motor 22 , a generator 23 and a multi-hole connector 25 .

[0052] The motor controller 21 is electrically connected to the third high-voltage connector 143 and is electrically connected to the drive motor 22 and the generator 23 via a three-wire copper busbar 60. A multi-porous connector 25 is attached to the outer wall of the motor controller 21 and is electrically connected to the motor controller 21. The multi-porous connector 25 is used to electrically connect to the high-voltage load 40.

[0053] In the above implementation, the drive motor 22 is used to output power to the vehicle, assisting the vehicle's engine in driving the vehicle's wheels. The generator 23 converts the HEV vehicle's engine's kinetic energy into electrical energy, which is stored in the battery pack 11. The motor controller 21 is electrically connected to the high-voltage disconnect switch 13 to connect the drive motor 22, generator 23, and battery pack 11, enabling the drive motor 22 to rotate or the generator 23 to charge the battery pack 11.

[0054] The multi-hole connector 25 is used to connect the high-voltage load and the motor controller 21 together, so that the high-voltage electricity in the battery pack 11 can be transmitted to the high-voltage load, so as to control the startup of the high-voltage load 40 .

[0055] For example, the high-voltage load 40 may be an electric air-conditioning compressor, a heater, and the like.

[0056] In this embodiment, the multi-hole connector 25 is a four-core through-hole connector and is embedded in the outer protective shell of the motor controller 21 .

[0057] By arranging the multi-hole connector 25, the high-voltage distribution unit in the related art can be eliminated. In the related art, the motor controller 21 is first electrically connected to the high-voltage distribution unit, and then electrically connected to the high load through the high-voltage distribution unit (see the electrical schematic diagram of Figure 3 for details).

[0058] Furthermore, a four-core through-hole connector is connected to the motor controller 21. This allows the high-voltage cables required for the high-voltage load 40 to be secured via the four-core through-hole connector and shipped with the motor controller 21. This reduces development and production costs, assembly time and labor, and vehicle weight, improving assembly efficiency and improving automated assembly line workstations in the vehicle production workshop. Furthermore, this also increases the space available in the HEV's front engine compartment.

[0059] Optionally, the multi-hole connector 25 includes multiple pairs of output terminals, and each pair of output terminals includes a high-voltage terminal and a low-voltage terminal, and a first portion of the multiple pairs of output terminals is electrically connected to the high-voltage load 40 .

[0060] The charge and discharge unit 2 also includes multiple charge and discharge fuses 20, which are integrated in the motor controller 21, and the multiple charge and discharge fuses 20 are arranged in a one-to-one correspondence with multiple pairs of output terminals. The charge and discharge fuses 20 are electrically connected between the output end of the motor controller 21 and the high-voltage end of the corresponding output terminal.

[0061] In the above implementation, the charge-discharge fuse 20 can limit the output current of each pair of output terminals in the multi-hole connector 25, thereby protecting the high-voltage load.

[0062] For example, the charge / discharge fuse 20 can be 40A. That is, when the current flowing through the charge / discharge fuse 20 exceeds 40A, the charge / discharge fuse 20 will melt, thereby protecting the electric air conditioner compressor from damage caused by abnormally high current during operation. Furthermore, during operation, if a short circuit or overcurrent occurs within the high-voltage load, the charge / discharge fuse 20 can also melt, protecting the high-voltage cable 100.

[0063] Optionally, the charge and discharge unit 2 further includes a DC / DC converter 26 and a low-voltage battery 27. The input end of the DC / DC converter 26 is electrically connected to the high-voltage end of a pair of output terminals in the second portion of the multiple pairs of output terminals, and the output end of the DC / DC converter 26 is electrically connected to the low-voltage battery 27.

[0064] In the above implementation, the DC / DC converter 26 is connected to the motor controller 21 through the porous connector 25, which can reduce the number of output terminals of the power battery control circuit 12 in the power battery unit 1, that is, only the corresponding first output terminal 1210 and second output terminal 1220 are required, thereby reducing the development cost of the power battery unit 1.

[0065] Moreover, after the DC / DC converter 26 is connected to the motor controller 21, it can be adjusted from being arranged in the spare tire pool in the relevant technology to the front compartment of the engine. This not only increases the volume of the car's trunk, but also does not occupy the spare tire pool, thereby improving the product competitiveness of the power battery.

[0066] 3 , in related art, because the DC / DC converter 26 needs to be placed in the spare tire well to reduce the volume of the trunk, the power battery control circuit 12 has two pairs of output terminals: one pair is connected to the motor controller, and the other pair is electrically connected to the DC / DC converter 26 via a high-voltage cable and a high-voltage connector. This increases the number of output terminals of the power battery control circuit 12, increasing the design cost of the power battery unit 1.

[0067] In this embodiment, the input end of the DC / DC converter 26 is electrically connected to the output end of the multi-hole connector 25 via a high-voltage cable 100. The DC / DC converter 26 has a ground busbar connected to the vehicle body ground. This can avoid electromagnetic interference from electrical appliances, reduce electrical potential differences, and ensure safe operation and maintenance.

[0068] Exemplarily, the DC / DC converter 26 has a DC / DC converter module inside, which mainly converts the high voltage electricity output by the battery pack 11 into low voltage electricity so as to charge the low voltage battery 27 and meet the low voltage power supply requirements in the entire vehicle.

[0069] Two charge-discharge fuses 20 are integrated into the motor controller 21. One charge-discharge fuse 20 is connected to the high-voltage load 40, and the other charge-discharge fuse 20 is electrically connected to the DC / DC converter 26. The specifications of each charge-discharge fuse 20 can be selected based on the parameters of the connected object.

[0070] The low-voltage battery 27 is connected to the DC / DC converter 26 via a bolt connector 50 .

[0071] For example, the bolt connector 50 may include a bolt, a nut, a sleeve, a washer, and the like.

[0072] Optionally, the power battery control circuit 12 includes a pre-charge resistor 121, a pre-charge relay 122, a main positive relay 123, and a main negative relay 124. The pre-charge resistor 121 and the pre-charge relay 122 are connected in series between the positive electrode of the battery pack 11 and the first output terminal 1210. The main positive relay 123 is electrically connected between the positive electrode of the battery pack 11 and the first output terminal 1210. The two ends of the main negative relay 124 are electrically connected to the negative electrode of the battery pack 11 and the second output terminal 1220, respectively.

[0073] In the above implementation, the pre-charging resistor 121 and the pre-charging relay 122 are used to pre-power on the charge and discharge unit 2 with a small current when the battery pack 11 starts to power on. Because the battery pack 11 is electrically connected to the motor controller 21, and the motor controller 21 has a large capacitor. The capacitor must be charged at the initial stage of power-on. The capacitor is an energy storage element. At the moment the circuit is closed, if the capacitor is not full of energy, the charging current of the capacitor in the circuit will be very large. If not restricted, this large current will cause a great impact on the electrical components in the circuit, and may damage related components, thereby causing a malfunction. Therefore, the pre-charging resistor 121 and the pre-charging relay 122 are provided in the power battery control circuit 12, so that the battery pack 11 can pre-power on the charge and discharge unit 2 with a low current, reduce the inrush current when powering on, and protect the motor controller 21 and other components from being damaged by the impact of the instantaneous large current.

[0074] The main positive relay 123 and the main negative relay 124 are used to control the on / off state of the power battery control circuit 12. The main positive relay 123 is used to connect or disconnect the positive electrode of the battery pack 11 and the charge / discharge unit 2. The main negative relay 124 is used to connect or disconnect the negative electrode of the battery pack 11 and the charge / discharge unit 2.

[0075] That is to say, when the car is powered on (that is, the battery pack 11 is discharged), it includes two stages: pre-power-on and power-on. In the pre-power-on stage, the battery pack 11 and the charge and discharge unit 2 are connected through the pre-charge resistor 121 and the pre-charge relay 122. The current trend is battery pack 11 → pre-charge resistor 121 → pre-charge relay 122 → high-voltage power-off switch 13 → motor controller 21 → main negative relay 124 → battery pack 11. When the voltage in the motor controller 21 is equal to the voltage of the battery pack 11, the battery control management system (BMS) of the battery pack 11 closes the main positive relay 123 and disconnects the pre-charge relay 122, entering the power-on stage. The current trend is: battery pack 11 → main positive relay 123 → high-voltage power-off switch 13 → motor controller 21 → high-voltage power-off switch 13 → main negative relay 124 → battery pack 11.

[0076] Charging the battery pack 11 also involves two phases: pre-charging and charging. During the pre-charging phase, the pre-charging relay 122 is closed, and the main negative relay 124 is closed. This allows the engine to charge the battery pack 11 through the motor controller 21. If the battery pack 11 and the motor controller 21 are all functioning properly during the pre-charging phase, the charging phase begins. At this point, the pre-charging relay 122 is opened, and the main positive relay 123 is closed.

[0077] Optionally, the power battery control circuit 12 further includes a shunt 125 and a control circuit fuse 120, which are connected between the negative electrode of the battery pack 11 and the main negative relay 124. The two ends of the shunt 125 are electrically connected to the negative electrode of the battery pack 11 and one end of the control circuit fuse 120, respectively. The other end of the control circuit fuse 120 is electrically connected to one end of the main negative relay 124.

[0078] In the above implementation, the shunt 125 is used to detect the magnitude of the current of the battery pack 11 , and the control circuit fuse 120 is used to limit the current of the battery pack 11 .

[0079] The shunt 125 is a resistor with a very small resistance. When DC current passes through the resistor, a voltage drop is generated. According to Ohm's law, current = voltage / resistance, the magnitude of the current can be detected.

[0080] Figure 4 is an electrical schematic diagram of the electrical management system provided in an embodiment of the present application that is applicable to PHEV. In conjunction with Figure 4 , compared to HEV, the charging and discharging unit 2 of PHEV also includes a motor controller 21, a drive motor 22, a generator 23, a multi-hole connector 25 and a low-voltage battery 27 arranged in the same manner as described above.

[0081] The difference is that the charging and discharging unit 2 in the PHEV further includes an AC charging station 28 , an on-board charger 29 and a DC charging station 210 .

[0082] The input end of the onboard charger 29 is electrically connected to the third high-voltage connector 143 , the low-voltage output end of the onboard charger 29 is electrically connected to the low-voltage battery 27 , and the high-voltage output end of the onboard charger 29 is electrically connected to the AC charging seat 28 .

[0083] In the above implementation, the onboard charger 29 is electrically connected to the AC charging station 28 and the low-voltage battery 27 to charge the battery pack 11 by inputting external power through the AC charging station 28. At the same time, the high-voltage power in the battery pack 11 is converted to low-voltage power for storage in the low-voltage battery 27. The low-voltage battery 27 is used to power low-voltage devices in the vehicle.

[0084] That is, the on-vehicle charger 29 has the functions of the DC / DC converter 26 mentioned above and also has the functions of an on-vehicle charger.

[0085] Illustratively, the onboard charger 29 includes a DC / DC converter module 2911 and an onboard charger 2912. The DC / DC converter module 2911 functions similarly to the DC / DC converter 26 described above, primarily converting the high-voltage power output by the battery pack 11 into low-voltage power to charge the low-voltage battery 27 and meet the vehicle's low-voltage power supply needs. The onboard charger 2912, on the other hand, converts external AC power into DC power for charging the battery pack 11.

[0086] In this embodiment, the input end of the vehicle charger 29 is also electrically connected to the third high-voltage connector 143 on the high-voltage power off switch control module 15 through the high-voltage cable 100 .

[0087] Optionally, the DC charging socket 210 is electrically connected to the third high-voltage connector 143 through a high-voltage cable 100 .

[0088] In the above implementation, the DC charging station 210 is used to introduce external DC power into the battery pack 11 so as to directly charge the battery pack 11 .

[0089] In this embodiment, the DC charging station 210 and the AC charging station 28 are both connected to the ground via a grounding busbar.

[0090] In addition, compared with PEV, the power battery control circuit 12 of PHEV also includes a pre-charging resistor 121, a pre-charging relay 122, a main positive relay 123, a main negative relay 124, a shunt 125, etc., and the connection method and function are the same, which will not be repeated here.

[0091] In addition, the power battery control circuit 12 also includes a fast-charge positive relay 126 and a fast-charge negative relay 127. One end of the fast-charge positive relay 126 is electrically connected to one end of the pre-charge resistor 121 and one end of the main positive relay 123, respectively. The other end of the fast-charge positive relay 126 is electrically connected to one end of the high-voltage power disconnect switch 13. One end of the fast-charge negative relay 127 is electrically connected to one end of the main negative relay 124, and the other end of the fast-charge negative relay 127 is electrically connected to the DC charging socket 210 in the charge-discharge unit 2.

[0092] In the above implementation, the fast charge positive relay 126 is used to connect the positive electrode of the battery pack 11 to the DC charging seat 210, and the fast charge negative relay 127 is used to connect the negative electrode of the battery pack 11 to the DC charging seat 210.

[0093] In this way, when the fast charging positive relay 126 and the fast charging negative relay 127 are closed, the DC charging seat 210 can be connected to the positive and negative poles of the battery pack 11, and the battery pack 11 can be quickly charged by DC power.

[0094] Similarly, the charging process for PHEVs is divided into three stages: pre-charging, slow charging, and fast charging. During pre-charging, the pre-charging relay 122 is controlled to close, and the main negative relay 124 is closed. This allows pre-charging of the battery pack 11 through the AC charging station 28 and the onboard charger 29. If the battery pack 11 and the motor controller 21 and other components are functioning normally during the pre-charging stage, the pre-charging process switches to slow charging. At this point, the pre-charging relay 122 is disconnected, and the main positive relay 123 is closed, allowing slow charging of the battery pack 11 through the AC charging station 28 and the onboard charger 29. The current flow can be as follows: AC charging station 28 → onboard charger 29 → high-voltage disconnect switch 13 → main positive relay 123 → battery pack 11 → shunt 125 → control circuit fuse 120 → main negative relay 124 → high-voltage disconnect switch 13 → onboard charger 29 → AC charging station 28.

[0095] If you want to switch to fast charging, close the fast charging positive relay 126 and the fast charging negative relay 127. The current flow can be: DC charging station 210 → high-voltage power off switch 13 → main positive relay 123 → battery pack 11 → shunt 125 → control circuit fuse 120 → main negative relay 124 → high-voltage power off switch 13 → DC charging station 210.

[0096] Similarly, when the vehicle is powered on (i.e., when the battery pack 11 is discharging), it also includes two phases: pre-power-on and power-on. During pre-power-on, the current flows as follows: battery pack 11 → pre-charge resistor 121 → pre-charge relay 122 → high-voltage disconnect switch 13 → motor controller 21 and onboard charger 29 → main negative relay 124 → control circuit fuse 120 → shunt 125 → battery pack 11. When the voltage within the motor controller 21 equals the voltage of the battery pack 11, the battery management system (BMS) of the battery pack 11 closes the main positive relay 123 and opens the pre-charge relay 122. The current flows as follows: battery pack 11 → main positive relay 123 → high-voltage disconnect switch 13 → through the motor controller 21 to the load → high-voltage disconnect switch 13 → main negative relay 124 → control circuit fuse 120 → shunt 125 → battery pack 11.

[0097] To save costs, the high-voltage power disconnect switch 13 of the power battery unit in the PHEV of the related art can be directly placed outside the battery pack 11. This avoids changing the original layout of the power battery control circuit 12 inside the battery pack 11 of the related art (corresponding to Figure 5). That is, the power battery control circuit 12 in the battery pack 11 of the PHEV has three pairs of first output terminals 1210 and second output terminals 1220 that correspond to each other. Correspondingly, there are three first high-voltage connectors 141. Each pair of first output terminals 1210 and second output terminals 1220 is electrically connected to a corresponding first high-voltage connector 141.

[0098] Of course, the power battery control circuit 12 may also be directly changed so that the power battery control circuit 12 has a pair of first output terminals 1210 and second output terminals 1220 as shown in FIG. 1 .

[0099] Of course, this application can also be applied to other similar new energy vehicles, and is not limited to the two types mentioned above. For example, it can also be directly applied to extended-range new energy vehicles.

[0100] The above description is merely an optional embodiment of the present application and is not intended to limit the present application. Any modifications, equivalent replacements, improvements, etc. made within the spirit and principles of the present application shall be included in the scope of protection of the present application.

Claims

1. A hybrid vehicle power management system, characterized in that: The power management system comprises a power battery unit (1) and a charging and discharging unit (2); The power battery unit (1) comprises a battery pack (11), a power battery control circuit (12) and a high-voltage power-off switch (13); the power battery control circuit (12) is located inside the battery pack (11), and the power battery control circuit (12) is respectively connected to the positive electrode and the negative electrode of the battery pack (11); the power battery control circuit (12) has a first output end (1210) and a second output end (1220); the high-voltage power-off switch (13) is located outside the battery pack (11), and one end of the high-voltage power-off switch (13) is electrically connected to the first output end (1210); The charging and discharging unit (2) is located outside the battery pack (11), and is electrically connected to the other end of the high-voltage power-off switch (13) and the second output end (1220), respectively.

2. The power management system according to claim 1, characterized in that: The power battery unit (1) further comprises a plurality of high-voltage connectors (14), each of the high-voltage connectors (14) having a first connection end and a second connection end, and the plurality of high-voltage connectors (14) comprising a first high-voltage connector (141), a second high-voltage connector (142) and a third high-voltage connector (143); The first high-voltage connector (141) is connected to the battery pack (11), and the first connection end and the second connection end of the first high-voltage connector (141) are electrically connected to the first output end (1210) and the second output end (1220), respectively; The second high-voltage connector (142) and the third high-voltage connector (143) are respectively connected to the high-voltage power-off switch (13); the first connection end of the second high-voltage connector (142) is electrically connected to the input end of the high-voltage power-off switch (13); and the first connection end of the third high-voltage connector (143) is electrically connected to the output end of the high-voltage power-off switch (13); The second connection end of the second high-voltage connector (142) is electrically connected to the second connection end of the first high-voltage connector (141) and the second connection end of the third high-voltage connector (143), respectively, and the second connection end of the third high-voltage connector (143) is electrically connected to the charge and discharge unit (2).

3. The power management system according to claim 2, characterized in that: The power battery unit (1) further comprises a high-voltage power-off switch control module (15), the high-voltage power-off switch (13) being integrated into the high-voltage power-off switch control module (15), and the second high-voltage plug-in connector (142) and the third high-voltage plug-in connector (143) being connected to an outer wall of the high-voltage power-off switch control module (15); The high-voltage power-off switch control module (15) is used to monitor the environmental parameters of the battery pack (11), and when the environmental parameters of the battery pack (11) exceed a parameter threshold, control the high-voltage power-off switch (13) to be disconnected.

4. The power management system according to claim 2, characterized in that: The charging and discharging unit (2) comprises a motor controller (21), a driving motor (22), a generator (23) and a multi-hole connector (25); The motor controller (21) is electrically connected to the third high-voltage connector (143), and the motor controller (21) is electrically connected to the drive motor (22) and the generator (23) respectively through a three-wire copper busbar (60); The porous connector (25) is connected to the outer wall of the motor controller (21), and the porous connector (25) is electrically connected to the motor controller (21). The porous connector (25) is used to be electrically connected to a high-voltage load (40).

5. The power management system according to claim 4, characterized in that: The multi-hole connector (25) comprises a plurality of pairs of output terminals, and each pair of the output terminals comprises a high voltage end and a low voltage end, and a first part of the plurality of pairs of output terminals is electrically connected to the high voltage load (40); The charge and discharge unit (2) further comprises a plurality of charge and discharge fuses (20), the plurality of charge and discharge fuses (20) being integrated in the motor controller (21), and the plurality of charge and discharge fuses (20) being arranged in a one-to-one correspondence with the plurality of pairs of output terminals, and the charge and discharge fuses (20) being electrically connected between the output end of the motor controller (21) and the high voltage end of the corresponding output terminal.

6. The power management system according to claim 4, characterized in that: The charging and discharging unit (2) further comprises a DC / DC converter (26) and a low-voltage battery (27); The input end of the DC / DC converter (26) is electrically connected to the high-voltage end of a pair of output terminals in the second part of the plurality of pairs of output terminals, and the output end of the DC / DC converter (26) is electrically connected to the low-voltage battery (27).

7. The power management system according to claim 4, characterized in that: The charging and discharging unit (2) further comprises an on-board charger (29), a low-voltage battery (27) and an AC charging stand (28); The input end of the on-board charger (29) is electrically connected to the third high-voltage connector (143), the low-voltage output end of the on-board charger (29) is electrically connected to the low-voltage battery (27), and the high-voltage output end of the on-board charger (29) is electrically connected to the AC charging seat (28).

8. The power management system according to claim 7, characterized in that: The charging and discharging unit (2) further comprises a DC charging seat (210), and the DC charging seat (210) is electrically connected to the third high-voltage connector (143).

9. The power management system according to any one of claims 1 to 8, characterized in that: The power battery control circuit (12) comprises a pre-charging resistor (121), a pre-charging relay (122), a main positive relay (123) and a main negative relay (124), wherein the main positive relay (123) is electrically connected between the positive electrode of the battery pack (11) and the first output end (1210), and the pre-charging resistor (121) and the pre-charging relay (122) are connected in series between the positive electrode of the battery pack (11) and the first output end (1210); Two ends of the main negative relay (124) are electrically connected to the negative electrode of the battery pack (11) and the second output end (1220) respectively.

10. An automobile, characterized in that: The automobile comprises a vehicle body and a power management system for a hybrid vehicle, and the power management system for the hybrid vehicle is the power management system according to any one of claims 1 to 9.

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