Electric vehicle control system, and electric vehicle

Abstract

An electric vehicle (200). The electric vehicle (200) comprises: an electric vehicle control system (100), wherein the electric vehicle control system (100) comprises: a charging module (120), a driving electric motor (130), and a control module (140). The charging module (120) is connected to each of a plurality of battery packs of the electric vehicle (200); the driving electric motor (130) is connected to the plurality of battery packs; the control module (140) is connected to the plurality of battery packs, the driving electric motor (130) and the charging module (120), and is configured to control, when some of the plurality of battery packs fail, the faulty battery packs to be isolated, and control the charging module (120) and / or the driving electric motor (130) to charge the battery packs that are not faulty.

Description

Electric vehicle control system and electric vehicle

[0001] CROSS-REFERENCE TO RELATED APPLICATIONS

[0002] This application claims priority to the Chinese patent application filed with the State Intellectual Property Office of China on November 28, 2023, with application number 202311614409.8 and title “Electric Vehicle Control System and Electric Vehicle,” the entire contents of which are incorporated by reference into this application. Technical Field

[0003] The present application relates to the field of vehicle technology, and in particular to an electric vehicle control system and an electric vehicle. Background Art

[0004] For electric vehicles that currently include two or more battery packs, the multiple battery packs are connected in series. Electric vehicles are generally charged using direct current or alternating current (DC or AC) to charge all battery packs in the power system. When some of the battery packs fail, the faulty battery pack is equivalent to a short circuit, causing the entire power battery system to fail and rendering other healthy battery packs inoperable. For example, they are unable to continue providing driving force for the vehicle and are unable to charge or discharge, resulting in the electric vehicle losing power and being unable to drive normally, potentially causing the vehicle to break down. This, in turn, affects the electric vehicle's range, reduces the vehicle's safety redundancy and reliability, and increases potential safety hazards during driving, reducing driving safety.

[0005] Public content

[0006] This application aims to solve at least one of the technical problems existing in the prior art.

[0007] To this end, one purpose of the present application is to propose an electric vehicle control system, which adjusts the circuit structure of the power system of the electric vehicle so that when some battery packs fail, other non-faulty battery packs can continue to charge without being affected, thereby solving the problem that when some battery packs fail, other non-faulty battery packs cannot be charged and cannot work.

[0008] To this end, the second object of this application is to provide an electric vehicle.

[0009] To achieve the above-mentioned objectives, the first aspect of the present application discloses an electric vehicle control system, comprising: a charging module, which is respectively connected to multiple battery packs of the electric vehicle; a drive motor, which is connected to the multiple battery packs; and a control module, which is respectively connected to the multiple battery packs, the drive motor and the charging module, and is used to control the isolation of the faulty battery packs when some of the multiple battery packs fail, and to control the charging module and / or the drive motor to charge the non-faulty battery packs.

[0010] According to the electric vehicle control system of an embodiment of the present application, when some of the multiple battery packs fail, the control module controls the isolation of the failed battery packs and controls the charging module and / or drive motor to charge the remaining battery packs. Thus, by adjusting the circuit structure of the electric vehicle's power system, the present application ensures that when some battery packs fail, the remaining remaining battery packs can continue to charge unaffected, thereby resolving the issue of remaining remaining battery packs being unable to charge and operate when some battery packs fail.

[0011] In addition, the electric vehicle control system according to the above embodiment of the present application may also have the following additional technical features:

[0012] In some embodiments, when some of the plurality of battery packs fail, the failed battery packs are controlled to be isolated, and the remaining battery packs are controlled to supply power to the drive motor.

[0013] In some embodiments, the control module is further configured to: when none of the multiple battery packs are faulty, control power balancing among the multiple battery packs.

[0014] In some embodiments, the charging module includes an AC charging unit and a DC charging unit; multiple battery packs are respectively connected to the AC charging unit and the DC charging unit, and when each battery pack is not faulty, the control module controls the AC charging unit or the DC charging unit to charge the battery pack.

[0015] In some embodiments, the multiple battery packs include a first battery pack, the positive electrode of the first battery pack is respectively connected to the high-voltage power load of the electric vehicle and the control module through a first positive contactor, the positive electrode of the first battery pack is also connected to the positive electrode of the DC charging unit through the first positive contactor and the first contactor, and the negative electrode of the first battery pack is connected to the high-voltage power load through a second contactor; and a second battery pack, the positive electrode of the second battery pack is connected to the negative electrode of the first battery pack, the positive electrode of the second battery pack is also connected to the positive electrode of the AC charging unit through the second contactor, the negative electrode of the second battery pack is respectively connected to the negative electrode of the AC charging unit through a first negative contactor, and the negative electrode of the second battery pack is also connected to the negative electrode of the DC charging unit through the first negative contactor and the second negative contactor; the control module is respectively connected to the first positive contactor and the first negative contactor, and is used to control the on and off of the first positive contactor and the first negative contactor.

[0016] In some embodiments, the electric vehicle control system also includes: a third contactor, one end of the third contactor is respectively connected to the negative electrode of the first battery pack and the positive electrode of the second battery pack, and the one end of the third contactor is also connected to the positive electrode of the AC charging unit through the second contactor; the other end of the third contactor is connected to the drive motor, and the other end of the third contactor is also connected to the positive electrode of the DC charging unit through a fourth contactor.

[0017] In some embodiments, the electric vehicle control system further includes: a fifth contactor, wherein one end of the fifth contactor is respectively connected to one end of the third contactor, the negative electrode of the first battery pack, and the positive electrode of the second battery pack; the other end of the fifth contactor is also connected to the positive electrode of the first battery pack through the first positive contactor, and the other end of the fifth contactor is also connected to the positive electrode of the DC charging unit through the first contactor; and a sixth contactor, wherein one end of the sixth contactor is respectively connected to one end of the fifth contactor, one end of the third contactor, the negative electrode of the first battery pack, and the positive electrode of the second battery pack; the other end of the sixth contactor is connected to the negative electrode of the AC charging unit, and the other end of the sixth contactor is also connected to the negative electrode of the DC charging unit through the second negative contactor.

[0018] In some embodiments, the control module includes: a control unit; and a switch tube unit, wherein the switch tube unit is connected to the drive motor; and the control unit is used to control the on / off state of the switch tube unit.

[0019] In some embodiments, the switch tube unit includes an upper bridge switch unit, the upper bridge switch unit including a first IGBT (Insulated Gate Bipolar Transistor) component, a second IGBT component, and a third IGBT component; and a lower bridge switch unit, the lower bridge switch unit including a fourth IGBT component, a fifth IGBT component, and a sixth IGBT component; the first end of the first IGBT component is connected to the positive electrode of the first battery pack through the first positive contactor, the first end of the first IGBT component is also connected to the positive electrode of the DC charging unit through the first contactor, the second end of the first IGBT component is connected to the first end of the fourth IGBT component, and the third end of the first IGBT component is connected to the control unit;

[0020] The first end of the second IGBT component is connected to the first end of the first IGBT component, the first end of the second IGBT component is further connected to the positive electrode of the first battery pack through the first positive contactor, the first end of the second IGBT component is further connected to the positive electrode of the DC charging unit through the first contactor, the second end of the second IGBT component is connected to the first end of the fifth IGBT component, and the third end of the second IGBT component is connected to the control unit;

[0021] The first end of the third IGBT component is connected to the first end of the first IGBT component and the first end of the second IGBT component respectively. The first end of the third IGBT component is also connected to the positive electrode of the first battery pack through the first positive contactor. The first end of the third IGBT component is also connected to the positive electrode of the DC charging unit through the first contactor. The second end of the third IGBT component is connected to the first end of the sixth IGBT component. The third end of the third IGBT component is connected to the control unit.

[0022] The second end of the fourth IGBT assembly is connected to the negative electrode of the AC charging unit, the second end of the fourth IGBT assembly is also connected to the negative electrode of the second battery pack through the first negative contactor, the second end of the fourth IGBT assembly is also connected to the negative electrode of the DC charging unit through the second negative contactor, and the third end of the fourth IGBT assembly is connected to the control unit;

[0023] The second end of the fifth IGBT assembly is connected to the second end of the fourth IGBT assembly, the second end of the fifth IGBT assembly is further connected to the negative electrode of the second battery pack through the first negative contactor, the second end of the fifth IGBT assembly is further connected to the negative electrode of the DC charging unit through the second negative contactor, and the third end of the fifth IGBT assembly is connected to the control unit;

[0024] The second end of the sixth IGBT component is respectively connected to the second end of the fourth IGBT component and the second end of the fifth IGBT component. The second end of the sixth IGBT component is also connected to the negative electrode of the second battery pack through the first negative electrode contactor. The second end of the sixth IGBT component is also connected to the negative electrode of the DC charging unit through the second negative electrode contactor. The third end of the sixth IGBT component is connected to the control unit.

[0025] In some embodiments, the drive motor includes: a first inductor, one end of the first inductor is respectively connected to the second end of the first IGBT component and the first end of the fourth IGBT component, the other end of the first inductor is respectively connected to the other end of the third contactor, and the other end of the first inductor is also connected to the positive pole of the DC charging unit through the fourth contactor; a second inductor, one end of the second inductor is respectively connected to the second end of the second IGBT component and the first end of the fifth IGBT component, the other end of the second inductor is respectively connected to the other end of the third contactor and the other end of the first inductor, and the other end of the second inductor is also connected to the positive pole of the DC charging unit through the fourth contactor; and a third inductor, one end of the third inductor is respectively connected to the second end of the third IGBT component and the first end of the sixth IGBT component, the other end of the third inductor is respectively connected to the other end of the third contactor, the other end of the first inductor and the other end of the second inductor, and the other end of the third inductor is also connected to the positive pole of the DC charging unit through the fourth contactor.

[0026] In some embodiments, the electric vehicle control system further includes: a first pre-charging unit, wherein the first pre-charging unit is connected in parallel with the first positive contactor.

[0027] In some embodiments, the first pre-charging unit includes a first resistor and a seventh contactor connected in series.

[0028] In some embodiments, the electric vehicle control system further includes: a second pre-charging unit, wherein the second pre-charging unit is connected in parallel with the second contactor.

[0029] In some embodiments, the second pre-charging unit includes a second resistor and an eighth contactor connected in series.

[0030] In some embodiments, the electric vehicle control system further includes: a first capacitor, one end of the first capacitor is connected to the first end of the first IGBT component, and the other end of the first capacitor is connected to the second end of the fourth IGBT.

[0031] In some embodiments, the electric vehicle control system further includes: a second capacitor connected in parallel to the DC charging unit.

[0032] In some embodiments, the control unit is used to: when the first battery pack fails and the second battery pack is not failed, control the first battery pack to be isolated, control the first negative contactor to be closed, so as to charge the second battery pack through the AC charging unit; or, when the second battery pack fails and the first battery pack is not failed, control the second battery pack to be isolated, control the second contactor and the third contactor to be closed, control the upper bridge switch unit to be disconnected, and control the lower bridge switch unit to be closed, so as to charge the first inductor, the second inductor and the third inductor through the AC charging unit; at the end of charging, control the upper bridge switch unit to be closed, control the lower bridge switch unit to be disconnected, control the second contactor to be disconnected, and control the first positive contactor and the third contactor to be closed, so as to charge the first battery pack through the first inductor, the second inductor and the third inductor.

[0033] In some embodiments, the control unit is used to: when the first battery pack fails and the second battery pack is not failed, control the isolation of the first battery pack, control the closing of the first negative contactor, the second negative contactor, the third contactor and the fourth contactor, so as to charge the second battery pack through the DC charging unit; or, when the second battery pack fails and the first battery pack is not failed, control the isolation of the second battery pack, control the closing of the first contactor, the first positive contactor, the third contactor and the second negative contactor, control the disconnection of the fourth contactor, control the disconnection of the upper bridge switch unit, and control the closing of at least one IGBT component in the lower bridge switch unit, so as to charge the first battery pack through the DC charging unit.

[0034] In some embodiments, the control unit is used to: when the first battery pack fails, control the isolation of the first battery pack, control the closing of the first negative contactor and the fifth contactor, so as to supply power to the drive motor through the second battery pack; or, when the second battery pack fails, control the isolation of the second battery pack, control the closing of the first positive contactor and the sixth contactor, so as to supply power to the drive motor through the first battery pack.

[0035] In one embodiment, the control unit is configured to: control the first positive contactor to be disconnected to isolate the first battery pack.

[0036] In some embodiments, the control unit is configured to: control the first negative contactor to be disconnected to isolate the second battery pack.

[0037] In some embodiments, the control unit is configured to: when both the first battery pack and the second battery pack are not faulty, control the one with higher charge in the first battery pack and the second battery pack to charge the one with lower charge to achieve charge balance.

[0038] In some embodiments, the control unit is used to: when the power of the second battery pack is greater than the power of the first battery pack, control the first positive contactor to disconnect, control the first negative contactor and the third contactor to close, control the upper bridge switch unit to disconnect, and control the lower bridge switch unit to close, so as to charge the first inductor, the second inductor and the third inductor through the second battery pack; after the charging of the first inductor, the second inductor and the third inductor is completed, control the first positive contactor and the third contactor to close, control the first negative contactor to disconnect, control the upper bridge switch unit to close, and control the lower bridge switch unit to disconnect, so as to charge the first battery pack through the first inductor, the second inductor and the third inductor.

[0039] In some embodiments, the control unit is used to: when the charge of the first battery pack is greater than the charge of the second battery pack, control the first positive contactor, the first contactor, the fourth contactor and the sixth contactor to close, control the first negative contactor to open, control the upper bridge switch unit to open, and control the lower bridge switch unit to close, so as to charge the first inductor, the second inductor and the third inductor through the first battery pack; after the charging of the first inductor, the second inductor and the third inductor is completed, control the first positive contactor to open, control the first negative contactor, the third contactor, the fifth contactor and the sixth contactor to close, control the upper bridge switch unit to close, and control the lower bridge switch unit to open, so as to charge the second battery pack through the first inductor, the second inductor and the third inductor.

[0040] In some embodiments, before controlling the battery pack with a higher charge among the first and second battery packs to charge the battery pack with a lower charge, the control unit is further used to: control the charging module to charge the battery pack with a higher charge among the first and second battery packs until the battery pack with a higher charge among the first and second battery packs is fully charged.

[0041] To achieve the above-mentioned purpose, an embodiment of the second aspect of the present application discloses an electric vehicle, including: the electric vehicle control system described in the embodiment of the first aspect of the present application.

[0042] According to an embodiment of the electric vehicle of the present application, when some of the multiple battery packs fail, the control module controls the isolation of the failed battery packs and controls the charging module and / or the drive motor to charge the remaining battery packs. Thus, by adjusting the circuit structure of the electric vehicle's power system, the present application enables the remaining battery packs to continue charging unaffected when some of the battery packs fail, thereby resolving the issue of other remaining battery packs being unable to charge and operate when some of the battery packs fail.

[0043] Additional aspects and advantages of the present application will be given in part in the description below, and in part will become obvious from the description below, or will be learned through practice of the present application. BRIEF DESCRIPTION OF THE DRAWINGS

[0044] The above and / or additional aspects and advantages of the present application will become apparent and easily understood from the description of the embodiments in conjunction with the following drawings, in which:

[0045] FIG1 is a structural block diagram of an electric vehicle control system according to one embodiment of the present application;

[0046] FIG2 is a schematic diagram of an electric vehicle control system according to an embodiment of the present application;

[0047] FIG3 is a circuit diagram of AC charging of a second battery pack according to one embodiment of the present application;

[0048] FIG4 is a schematic diagram of a circuit for charging a three-phase inductor of a drive motor according to one embodiment of the present application;

[0049] FIG5 is a schematic diagram of a circuit for charging a first battery pack using three-phase inductor freewheeling of a driving motor according to an embodiment of the present application;

[0050] FIG6 is a schematic diagram of a circuit for DC charging of a second battery pack according to one embodiment of the present application;

[0051] FIG7 is a schematic diagram of a circuit for DC charging of a first battery pack according to a specific embodiment of the present application;

[0052] FIG8 is a schematic diagram of a driving circuit when a first battery pack fails according to an embodiment of the present application;

[0053] FIG9 is a schematic diagram of a driving circuit when a second battery pack fails according to one embodiment of the present application;

[0054] FIG10 is a schematic diagram of a circuit for charging the drive motor inductor using a second battery pack according to one embodiment of the present application;

[0055] FIG11 is a schematic diagram of a circuit for driving a motor to charge a first battery pack by inductor freewheeling according to one embodiment of the present application;

[0056] FIG12 is a circuit diagram of a first battery pack charging the inductor of a drive motor according to one embodiment of the present application;

[0057] FIG13 is a schematic diagram of a circuit for driving a motor to charge a second battery pack by inductor freewheeling according to one embodiment of the present application;

[0058] FIG14 is a schematic diagram of a circuit for charging a second battery pack according to one embodiment of the present application;

[0059] FIG15 is a structural block diagram of an electric vehicle according to an embodiment of the present application.

[0060] : Reference numerals: Electric vehicle 200, electric vehicle control system 100, charging module 120, drive motor 130, control module 140, AC charging unit 150, DC charging unit 160, switch tube unit 170, first pre-charging unit 180, second pre-charging unit 190, upper bridge switch unit 171, lower bridge switch unit 172, first battery pack U1, second battery pack U2, high-voltage power load Y1, first negative contactor F1, second negative contactor F2, first positive contactor F3, first capacitor C1, second capacitor C2, first contactor K1, second contactor K2, third contactor K3, fourth contactor K4, fifth contactor K5, sixth contactor K6, seventh contactor K7, eighth contactor K8, first resistor R1, second resistor R2, first IGBT component Q1, second IGBT component Q2, third IGBT component Q3, fourth IGBT component Q4, fifth IGBT component Q5, sixth IGBT component Q6, a first inductor L1 , a second inductor L2 , and a third inductor L3 . DETAILED DESCRIPTION

[0061] The following describes in detail embodiments of the present application, and the embodiments described with reference to the accompanying drawings are exemplary.

[0062] 1 to 15 , an electric vehicle control system 100 and an electric vehicle 200 according to an embodiment of the present application will be described below.

[0063] FIG1 is a schematic diagram of an electric vehicle control system 100 according to an embodiment of the present application. As shown in FIG1 , the electric vehicle control system 100 of the present application mainly includes: a charging module 120 , a drive motor 130 , and a control module 140 .

[0064] In an embodiment, an electric vehicle includes multiple battery packs, which are connected in series. The multiple battery packs connected in series supply power to the drive system of the electric vehicle, thereby providing power for the electric vehicle. The multiple battery packs are connected together to provide power for the vehicle, which can achieve safety redundancy of the electric vehicle, increase the capacity of the power battery system, and improve the vehicle's endurance.

[0065] In an embodiment, the charging module 120 is respectively connected to multiple battery packs of the electric vehicle. Specifically, the charging module 120 is respectively connected to multiple battery packs. When some of the multiple battery packs of the power battery fail, the remaining battery packs without failure can be charged through the connected charging module 120, thereby continuing to provide power for the vehicle. For example, if a vehicle is driving on a highway and multiple or a single battery pack fails, the remaining battery packs without failure can continue to provide power for the vehicle through the connected charging module 120, which can avoid the problem of the vehicle being unable to provide power to the high-voltage system due to the disconnection of multiple or a single battery pack during driving, thereby causing the vehicle to break down.

[0066] In an embodiment, the drive motor 130 is connected to a plurality of battery packs to drive the electric vehicle, that is, to provide driving force for the electric vehicle.

[0067] In an embodiment, the control module 140 is respectively connected to the multiple battery packs, the drive motor 130, and the charging module 120, and is used to control the isolation of the faulty battery packs when some of the multiple battery packs fail, and to control the charging module 120 and / or the drive motor 130 to charge the remaining battery packs. Specifically, when a single battery pack among the multiple battery packs of the power battery fails, the control module 140 can control the isolation of the faulty battery pack. Since the charging module 120 is respectively connected to the multiple battery packs, the control module 140 can control the remaining non-faulty battery packs to be charged through the connected charging module 120, thereby continuing to provide power for the vehicle. This can avoid the problem that when some battery packs fail, the charging module 120 is unable to charge the remaining non-faulty battery packs, resulting in the remaining non-faulty battery packs being unable to provide power to the vehicle, thereby causing the vehicle to break down. For example, if a vehicle is traveling on a highway, when some of the multiple battery packs fail, the remaining healthy battery packs can be controlled to charge through the connected charging module 120, thereby continuing to provide power for the vehicle. This solves the problem that when some battery packs fail, other healthy battery packs cannot be charged and cannot work, ensuring the vehicle's endurance in a short period of time, reducing the risk of the vehicle breaking down, and improving the vehicle's safety redundancy performance and reliability. At the same time, it reduces the safety hazards caused by the vehicle breaking down during driving and improves driving safety.

[0068] Therefore, in an embodiment of the present application, when some of the multiple battery packs of an electric vehicle fail, the failed battery packs are controlled to be isolated, and the charging module 120 and / or the drive motor 130 are controlled to charge the remaining battery packs. Thus, the present application adjusts the circuit structure of the electric vehicle's power system so that when some battery packs fail, other remaining battery packs can continue to charge without being affected, thereby solving the problem that when some battery packs fail, other remaining battery packs cannot be charged and cannot work, ensuring the vehicle's endurance in a short period of time, reducing the risk of the vehicle breaking down, improving the vehicle's safety redundancy performance and reliability, and reducing driving safety hazards, thereby improving the vehicle's driving safety.

[0069] In one embodiment of the present application, the control module 140 is further configured to: when some of the multiple battery packs fail, control the isolation of the failed battery packs, and control the remaining battery packs to supply power to the drive motor 130 .

[0070] In an embodiment, when some of the multiple battery packs fail, the control module 140 can control the isolation of the failed battery packs and control the remaining battery packs to power the drive motor 130, thereby ensuring that the vehicle can continue to travel, avoiding the vehicle from breaking down, and improving the vehicle's endurance and reliability. Specifically, the multiple battery packs are connected in series, and the control module 140 is connected to the multiple battery packs respectively. When some of the battery packs fail, the control module 140 isolates the failed battery packs and controls the remaining battery packs to power the drive motor 130, so that the drive motor 130 can continue to provide driving force for the vehicle, and then continue to drive the electric vehicle. This can avoid the problem of the vehicle breaking down due to the failure of some battery packs during driving. When some battery packs fail, the faulty battery packs are isolated to ensure that the remaining battery packs that are not faulty work normally, which can solve the vehicle's endurance problem in a short period of time.

[0071] In one embodiment of the present application, the control module 140 is further configured to: when none of the multiple battery packs are faulty, control power balancing among the multiple battery packs.

[0072] In an embodiment, when all battery packs in the electric vehicle control system 100 are fault-free, that is, when all battery packs are operating normally, charge balancing is performed between the multiple battery packs. For example, if there are two battery packs in the electric vehicle control system 100 and both battery packs are fault-free, if there is a discrepancy in charge between the two battery packs, the control module 140 can control charge balancing between the two battery packs, thereby extending the service life of each battery pack.

[0073] Thus, in the above-mentioned electric vehicle control system 100, when some of the multiple battery packs fail, the control module 140 controls the isolation of the failed battery packs, and controls the charging module 120 and / or the drive motor 130 to charge the remaining battery packs, and can control the remaining battery packs to supply power to the drive motor 130 to provide power to the vehicle. Thus, the present application adjusts the circuit structure of the electric vehicle's power system so that when some battery packs fail, the other remaining battery packs can continue to charge unaffected, thereby solving the problem that when some battery packs fail, the other remaining battery packs cannot be charged and cannot operate, ensuring the vehicle's short-term endurance, reducing the risk of the vehicle breaking down, improving the vehicle's safety redundancy and reliability, and reducing driving safety hazards, thereby improving the vehicle's driving safety. At the same time, it can also control the power balancing between the two battery packs, thereby increasing the service life of each battery pack.

[0074] As shown in Figure 2, this is a schematic diagram of an electric vehicle control system 100 of a specific embodiment of the present application. The system includes: a first battery pack U1, a second battery pack U2, an AC charging unit 150, a DC charging unit 160, a switch tube unit 170, a first pre-charging unit 180, a second pre-charging unit 190, a high-voltage power load Y1 and a control unit (not shown in the figure).

[0075] The negative electrode of the high-voltage load Y1 is connected to the positive electrode of the AC charging unit 150. The positive electrode of the high-voltage load Y1 is connected to the positive electrode of the DC charging unit 160 via the first contactor K1, and the negative electrode of the AC charging unit 150 is connected to the negative electrode of the DC charging unit 160 via the second negative contactor F2. The positive electrode of the first battery pack U1 is connected to the positive electrode of the high-voltage load Y1 via the first positive contactor F3, and then to the positive electrode of the DC charging unit 160 via the first contactor K1. The positive electrode of the second battery pack U2 is connected to the positive electrode of the AC charging unit 150 via the second contactor K2, and the negative electrode of the second battery pack U2 is connected to the negative electrode of the DC charging unit 160 via the second negative contactor F2. As shown in Figure 2, the first capacitor C1 is connected in parallel with the third contactor K3 and the sixth contactor K6 connected in series, in parallel with the first battery pack U1 and the second battery pack U2 connected in series, and in parallel with the switch tube unit 170. One end of the switch tube unit 170 is connected to the control unit (not shown in the figure), and the other end is connected to the drive motor 130. The other end of the drive motor 130 is connected to the positive electrode of the DC charging unit 160 through the fourth contactor K4, and the DC charging unit 160 is connected in parallel with the second capacitor C2.

[0076] In a specific embodiment, the high-voltage electrical load Y1 includes, for example but not limited to, a compressor, a PTC (Positive Temperature Coefficient) thermistor, a drive motor, and the like.

[0077] In a specific embodiment, the AC charging unit 150 includes, for example, a DC / OBC (Direct Current Converter / On-board Charger).

[0078] Specifically, the electric vehicle control system 100 divides the power battery into two battery packs, namely the first battery pack U1 and the second battery pack U2. The drive system will be powered by the full voltage of the entire power battery pack, while other high-voltage loads will be powered by a single battery pack, namely the first battery pack U1 or the second battery pack U2, depending on the specific situation during the vehicle startup process. The midpoint of the connecting line between the first battery pack U1 and the second battery pack U2 is denoted as the midpoint Y3 of the power battery connection line. An N line (e.g., a conductor or a neutral line) is added between the midpoint Y3 of the power battery connection line and the midpoint Y2 of the intersection of the three-phase inductance of the drive motor 130. In Figure 2, the N line is a line connecting the midpoint Y3 of the power battery connection line to the intersection Y2 of the three-phase inductance of the drive motor 130 via the fifth contactor K5. The addition of the N line ensures that if only a portion of the vehicle's battery pack fails, the control module 140 can quickly isolate the battery pack containing the faulty portion, thereby ensuring that the high-voltage load Y1 continues to operate. For example, if a vehicle is traveling on a highway and the first battery pack U1 fails, the control module 140 quickly isolates the first battery pack U1. The charging module 120 can continue to power the unfaulted second battery pack U2. At this point, the electric vehicle's power battery will power the second battery pack U2, and the drive motor 130 can continue to drive the electric vehicle, ensuring the vehicle's high-voltage load Y1 continues to operate. If the unfaulted second battery pack U2 is detected to be feeding power during driving, the unfaulted second battery pack U2 is charged using the N line and the drive motor 130. This prevents the vehicle from breaking down while driving, ensuring driving safety and battery life. If both battery packs, namely the first battery pack U1 and the second battery pack U2, are intact and unfaulted, but the power levels are inconsistent, the system can store energy for the vehicle through the N line and the drive motor 130 to balance the power levels of the two battery packs, thereby improving the service life of each battery pack and the safety and reliability of the vehicle.

[0079] Specifically, in one embodiment of the present application, as shown in Figure 2, the charging module 120 includes an AC charging unit 150 and a DC charging unit 160; multiple battery packs are respectively connected to the AC charging unit 150 and the DC charging unit 160. When each battery pack is not faulty, the control module controls the AC charging unit 150 or the DC charging unit 160 to charge the battery pack.

[0080] In an embodiment, as shown in FIG2 , multiple battery packs, such as a first battery pack U1 and a second battery pack U2, are configured. The positive electrode of the first battery pack U1 is connected to the positive electrode of the DC charging unit 160 via a first positive contactor F3 and a first contactor K1, while the negative electrode of the first battery pack U1 is connected to the positive electrode of the AC charging unit 150. The positive electrode of the second battery pack U2 is connected to the positive electrode of the AC charging unit 150 via a second contactor K2, while the negative electrode of the second battery pack U2 is connected to the negative electrode of the AC charging unit 150 via a first negative contactor F1. The negative electrode of the second battery pack U2 is also connected to the negative electrode of the DC charging unit 160 via first negative contactors F1 and second negative contactors F2. When neither battery pack is faulty, the control module controls either the AC charging unit 150 or the DC charging unit 160 to charge the battery pack, thereby improving the safety redundancy and reliability of the vehicle.

[0081] In one embodiment of the present application, as shown in FIG2 , the plurality of battery packs include a first battery pack U1 and a second battery pack U2. The positive electrode of the first battery pack U1 is connected to the high-voltage power load Y1 and the control module 140 of the electric vehicle through the first positive contactor F3. The positive electrode of the first battery pack U1 is also connected to the positive electrode of the DC charging unit 160 through the first positive contactor F3 and the first contactor K1. The negative electrode of the first battery pack U1 is connected to the high-voltage power load Y1 through the second contactor K2. The positive electrode of the second battery pack U2 is connected to the positive electrode of the first battery pack U1. The positive electrode of the second battery pack U2 is also connected to the positive electrode of the AC charging unit 150 through the second contactor K2, the negative electrode of the second battery pack U2 is connected to the negative electrode of the AC charging unit 150 through the first negative electrode contactor F1, and the negative electrode of the second battery pack U2 is also connected to the negative electrode of the DC charging unit 160 through the first negative electrode contactor F1 and the second negative electrode contactor F2; the control module 140 is respectively connected to the first positive electrode contactor F3 and the first negative electrode contactor F1, and is used to control the on and off of the first positive electrode contactor F3 and the first negative electrode contactor F1.

[0082] In an embodiment, as shown in FIG2 , the first battery pack U1 and the second battery pack U2 are connected in series, and the negative electrode of the first battery pack U1 is connected to the negative electrode of the high-voltage power load Y1 through the second contactor K2, and is also connected to the positive electrode of the AC charging unit 150, while the negative electrode of the high-voltage power load Y1 is connected to the positive electrode of the AC charging unit 150, and the positive electrode of the first battery pack U1 is connected to the positive electrode of the DC charging unit 160 through the first positive contactor F3 and the first contactor K1; the positive electrode of the second battery pack U2 is connected to the negative electrode of the first battery pack U1, and the connection method is the same as the connection route of the negative electrode of the first battery pack U1. One connection route of the negative electrode of the second battery pack U2 is connected to the negative electrode of the AC charging unit 150 through the first negative electrode contactor F1, and the other connection route is connected to the negative electrode of the DC charging unit 160 through the second negative electrode contactor F2. Control module 140 is connected to first positive contactor F3 and first negative contactor F1, respectively, to control their on / off state, isolating any faulty battery packs. The vehicle is powered by two battery packs. If a single battery pack fails, the remaining intact pack can continue to power the high-voltage system, preventing the vehicle from stalling and improving its range.

[0083] In one embodiment of the present application, in combination with Figure 2, the electric vehicle control system 100 also includes: a third contactor K3; one end of the third contactor K3 is respectively connected to the negative electrode of the first battery pack U1 and the positive electrode of the second battery pack U2, and this end of the third contactor K3 is also connected to the positive electrode of the AC charging unit 150 through the second contactor K2; the other end of the third contactor K3 is connected to the drive motor 130, and the other end of the third contactor K3 is also connected to the positive electrode of the DC charging unit 160 through the fourth contactor K4.

[0084] In one embodiment of the present application, as shown in FIG2 , the electric vehicle control system 100 further includes a fifth contactor K5 and a sixth contactor K6. One end of the fifth contactor K5 is connected to one end of the third contactor K3, the negative electrode of the first battery pack U1, and the positive electrode of the second battery pack U2, respectively. This end of the fifth contactor K5 is also connected to the positive electrode of the AC charging unit 150 via the second contactor K2. The other end of the fifth contactor K5 is connected to the control module 140. This other end of the fifth contactor K5 is also connected to the positive electrode of the first battery pack U1 via the first positive contactor F3. This other end of the fifth contactor K5 is also connected to the positive electrode of the DC charging unit 160 via the first contactor K1. One end of the sixth contactor K6 is respectively connected to one end of the fifth contactor K5, one end of the third contactor K3, the negative pole of the first battery pack U1 and the positive pole of the second battery pack U2, and the one end of the sixth contactor K6 is also connected to the positive pole of the AC charging unit 150 through the second contactor K2; the other end of the sixth contactor K6 is respectively connected to the negative pole of the AC charging unit 150 and the control module 140, and the other end of the sixth contactor K6 is also connected to the negative pole of the second battery pack U2 through the first negative pole contactor F1, and the other end of the sixth contactor K6 is also connected to the negative pole of the DC charging unit 160 through the second negative pole contactor F2.

[0085] In one embodiment of the present application, as shown in FIG2 , the control module 140 includes a control unit and a switch unit 170 . The switch unit 170 is connected to the drive motor 130 , and the control unit is used to control the on / off state of the switch unit 170 .

[0086] Specifically, the control unit can control the on / off state of the switch tube unit 170, and then control the operating state of the drive motor 130 connected thereto through the on / off state of the switch tube unit 170, such as controlling the start or stop of the drive motor 130, and thus controlling the driving state of the vehicle.

[0087] In one embodiment of the present application, as shown in conjunction with Figures 2 and 3, the switch tube unit 170 includes an upper bridge switch unit 171 and a lower bridge switch unit 172. The upper bridge switch unit 171 includes a first IGBT component Q1, a second IGBT component Q2, and a third IGBT component Q3, and the lower bridge switch unit 172 includes a fourth IGBT component Q4, a fifth IGBT component Q5, and a sixth IGBT component Q6.

[0088] The first end of the first IGBT component Q1 is connected to the positive electrode of the first battery pack U1 through the first positive contactor F3. The first end of the first IGBT component Q1 is also connected to the positive electrode of the DC charging unit 160 through the first contactor K1. The second end of the first IGBT component Q1 is connected to the first end of the fourth IGBT component Q4. The third end of the first IGBT component Q1 is connected to the control unit.

[0089] The first end of the second IGBT component Q2 is connected to the first end of the first IGBT component Q1, and the first end of the second IGBT component Q2 is also connected to the positive electrode of the first battery pack U1 through the first positive contactor F3. The first end of the second IGBT component Q2 is also connected to the positive electrode of the DC charging unit 160 through the first contactor K1. The second end of the second IGBT component Q2 is connected to the first end of the fifth IGBT component Q5, and the third end of the second IGBT component Q2 is connected to the control unit.

[0090] The first end of the third IGBT component Q3 is connected to the first end of the first IGBT component Q1 and the first end of the second IGBT component Q2 respectively. The first end of the third IGBT component Q3 is also connected to the positive electrode of the first battery pack U1 through the first positive contactor F3. The first end of the third IGBT component Q3 is also connected to the positive electrode of the DC charging unit 160 through the first contactor K1. The second end of the third IGBT component Q3 is connected to the first end of the sixth IGBT component Q6. The third end of the third IGBT component Q3 is connected to the control unit.

[0091] The second end of the fourth IGBT component Q4 is connected to the negative pole of the AC charging unit 150, and the second end of the fourth IGBT component Q4 is also connected to the negative pole of the second battery pack U2 through the first negative pole contactor F1. The second end of the fourth IGBT component Q4 is also connected to the negative pole of the DC charging unit 160 through the second negative pole contactor F2, and the third end of the fourth IGBT component Q4 is connected to the control unit.

[0092] The second end of the fifth IGBT component Q5 is connected to the second end of the fourth IGBT component Q4. The second end of the fifth IGBT component Q5 is also connected to the negative electrode of the second battery pack U2 through the first negative electrode contactor F1. The second end of the fifth IGBT component Q5 is also connected to the negative electrode of the DC charging unit 160 through the second negative electrode contactor F2. The third end of the fifth IGBT component Q5 is connected to the control unit.

[0093] The second end of the sixth IGBT component Q6 is connected to the second end of the fourth IGBT component Q4 and the second end of the fifth IGBT component Q5, respectively. The second end of the sixth IGBT component Q6 is also connected to the negative electrode of the second battery pack U2 through the first negative electrode contactor F1. The second end of the sixth IGBT component Q6 is also connected to the negative electrode of the DC charging unit 160 through the second negative electrode contactor F2. The third end of the sixth IGBT component Q6 is connected to the control unit.

[0094] Specifically, the control unit may be an ECU (Electronic Control Unit) on the vehicle. The third terminals (i.e., control terminals) of the first IGBT component Q1, the second IGBT component Q2, the third IGBT component Q3, the fourth IGBT component Q4, the fifth IGBT component Q5, and the sixth IGBT component Q6 are all connected to the ECU and can be turned on or off by receiving a control signal (e.g., a PWM signal) sent by the ECU, thereby controlling the operating state of the drive motor 130.

[0095] In this embodiment, as shown in FIG2 , a first terminal of the first IGBT assembly Q1 is connected to the positive electrode of the first battery pack U1 via a first positive contactor F3, and to the positive electrode of the DC charging unit 160 via a first contactor K1. A second terminal of the first IGBT assembly Q1 is connected to a fourth IGBT assembly Q4, and a third terminal of the first IGBT assembly Q1 is connected to a control unit (not shown). A first terminal of the second IGBT assembly Q2 is connected to the first terminal of the first IGBT assembly Q1, and to the positive electrode of the first battery pack U1 via a first positive contactor F3, and to the positive electrode of the DC charging unit 160 via a first contactor K1. A second terminal of the second IGBT assembly Q2 is connected to the first terminal of the fifth IGBT assembly Q5, and a third terminal of the second IGBT assembly Q2 is connected to the control unit. As shown in Figure 2 , the first terminal of the third IGBT assembly Q3 is connected to the first terminal of the first IGBT assembly Q1 and the first terminal of the second IGBT assembly Q2, respectively. It is also connected to the positive terminal of the first battery pack U1 via a first positive contactor F3 and to the positive terminal of the DC charging unit 160 via a first contactor K1. The second terminal of the third IGBT assembly Q3 is connected to the first terminal of the sixth IGBT assembly Q6, and the third terminal of the third IGBT assembly Q3 is also connected to the control unit. The first terminal of the fourth IGBT assembly Q4 is connected to the second terminal of the first IGBT assembly Q1, and the second terminal of the fourth IGBT assembly Q4 is connected to the negative terminal of the second battery pack U2 via a first negative contactor F1, as well as to the negative terminal of the AC charging unit 150. It is also connected to the negative terminal of the DC charging unit 160 via a second negative contactor F2. The third terminal of the fourth IGBT assembly Q4 is connected to the control unit. A first terminal of the fifth IGBT assembly Q5 is connected to the second terminal of the second IGBT assembly Q2, a second terminal of the fifth IGBT assembly Q5 is connected to the second terminal of the fourth IGBT assembly Q4, and is also connected to the negative terminal of the second battery pack U2 via a first negative contactor F1, and to the negative terminal of the DC charging unit 160 via a second negative contactor F2. A third terminal of the fifth IGBT assembly Q5 is connected to the control unit. A first terminal of the sixth IGBT assembly Q6 is connected to the second terminal of the third IGBT assembly Q3, a second terminal of the sixth IGBT assembly Q6 is connected to the second terminal of the fourth IGBT assembly Q4 and the second terminal of the fifth IGBT assembly Q5, and is connected to the negative terminal of the second battery pack U2 via a first negative contactor F1, and to the negative terminal of the DC charging unit 160 via a second negative contactor F2. A third terminal of the sixth IGBT assembly Q6 is connected to the control unit. By controlling the on and off state of the switch tube unit 170, the circuit structure and circuit current flow direction can be adjusted for multiple battery packs, so that when some of the battery packs fail, the faulty battery packs can be isolated and the normal battery packs can be charged to ensure the normal operation of the high-voltage system.

[0096] In one embodiment of the present application, as shown in FIG2 , the drive motor 130 includes a first inductor L1, a second inductor L2, and a third inductor L3. One end of the first inductor L1 is connected to the second end of the first IGBT assembly Q1 and the first end of the fourth IGBT assembly Q4, respectively. The other end of the first inductor L1 is connected to the other end of the third contactor K3. The other end of the first inductor L1 is also connected to the positive electrode of the DC charging unit 160 via the fourth contactor K4. One end of the second inductor L2 is connected to the second end of the second IGBT assembly Q2 and the first end of the fifth IGBT assembly Q5, respectively. The other end of the second inductor L2 is connected to the other end of the third contactor K3 and the other end of the first inductor L1, respectively. The other end of the second inductor L2 is also connected to the positive electrode of the DC charging unit 160 via the fourth contactor K4. One end of the third inductor L3 is respectively connected to the second end of the third IGBT component Q3 and the first end of the sixth IGBT component Q6, and the other end of the third inductor L3 is respectively connected to the other end of the third contactor K3, the other end of the first inductor L1 and the other end of the second inductor L2. The other end of the third inductor L3 is also connected to the positive pole of the DC charging unit 160 through the fourth contactor K4.

[0097] In the embodiment, as shown in FIG2 , the drive motor 130 includes three-phase inductors, namely, a first inductor L1, a second inductor L2, and a third inductor L3. One end of the first inductor L1 is connected to the second end of the first IGBT assembly Q1 and the first end of the fourth IGBT assembly Q4, respectively. The other end is connected to the other end of the third contactor K3 and is also connected to the positive electrode of the DC charging unit 160 via the fourth contactor K4. One end of the second inductor L2 is connected to the second end of the second IGBT assembly Q2 and the first end of the fifth IGBT assembly Q5, respectively. The other end is connected to the other end of the third contactor K3 and the other end of the first inductor L1, and is also connected to the positive electrode of the DC charging unit 160 via the fourth contactor K4. One end of the third inductor L3 is connected to the second end of the third IGBT assembly Q3 and the first end of the sixth IGBT assembly Q6, respectively. The other end is connected to the other end of the third contactor K3, the other end of the first inductor L1, and the other end of the second inductor L2, and is also connected to the positive electrode of the DC charging unit 160 via the fourth contactor K4.

[0098] In one embodiment of the present application, as shown in FIG2 , the electric vehicle control system 100 further includes a first pre-charging unit 180 , which is connected in parallel to the first positive contactor F3 .

[0099] In the embodiment, as shown in FIG2 , the first pre-charging unit 180 is connected in parallel to both ends of the first positive contactor F3. Specifically, connecting the first pre-charging unit 180 in parallel to both ends of the third contactor K3 can serve as a pre-charging circuit and also protect the circuit, preventing the third contactor K3 from sticking or being damaged due to high current. It can also reduce sparking and arcing when the contactors make contact, lowering impact and ensuring the safety and reliability of the entire circuit.

[0100] In one embodiment of the present application, as shown in FIG. 2 , the first pre-charging unit 180 includes a first resistor R1 and a seventh contactor K7 (ie, a pre-charging contactor) connected in series.

[0101] In an embodiment, as shown in FIG2 , a first pre-charging unit 180 is formed by connecting a first resistor R1 and a seventh contactor K7 in series, which can play a pre-charging role, thereby protecting the circuit and reducing the inrush current during power-on.

[0102] In one embodiment of the present application, as shown in FIG2 , the electric vehicle control system 100 further includes a second pre-charging unit 190 , and the second pre-charging unit 190 is connected in parallel with the second contactor K2 .

[0103] In the embodiment, as shown in FIG2 , a second pre-charge unit 190 is connected in parallel to both ends of the second contactor K2. Specifically, connecting a pre-charge unit, i.e., the second pre-charge unit 190, in parallel to both ends of the second contactor K2 can effectively protect the circuit and act as a pre-charge in the circuit, preventing adhesion or damage to the second contactor K2 when large currents are generated. It also reduces sparking and arcing when the contactors make contact, lowering impact and ensuring the safety and reliability of the entire circuit.

[0104] In one embodiment of the present application, as shown in FIG. 2 , the second pre-charging unit 190 includes a second resistor R2 and an eighth contactor K8 connected in series.

[0105] In an embodiment, as shown in FIG2 , the second pre-charging unit 190 composed of the second resistor R2 and the eighth contactor K8 connected in series can play a pre-charging role, and at the same time can protect the second contactor K2 connected in parallel with the second pre-charging unit 190, thereby achieving the function of protecting the circuit and reducing the impact current generated when the battery pack is powered on.

[0106] In an embodiment, as shown in FIG2 , the electric vehicle control system 100 further includes a first capacitor C1 , one end of the first capacitor C1 is connected to a first end of the first IGBT component Q1 , and the other end of the first capacitor C1 is connected to a second end of the fourth IGBT component Q4 .

[0107] In an embodiment, as shown in FIG2 , a first capacitor C1 is connected in parallel with the first battery pack U1 and the second battery pack U2 connected in series, with one end of the first capacitor C1 connected to the first end of the first IGBT component Q1, and the other end of the first capacitor C1 connected to the second end of the fourth IGBT component Q4. Specifically, the main function of the first capacitor C1 is filtering and voltage stabilization. By filtering and limiting voltage fluctuations, the stability and safety of the charging system are ensured. For example, when the input voltage suddenly changes or fluctuates, the first capacitor C1 will filter, smooth, and limit it, so that the output voltage and current can be processed stably and safely, ensuring the normal operation of the AC charging unit 150 while preventing damage to the charging equipment.

[0108] In one embodiment of the present application, as shown in FIG. 2 , the electric vehicle control system 100 further includes a second capacitor C2 , which is connected in parallel to the DC charging unit 160 .

[0109] In the embodiment, in Figure 2, the second capacitor C2 is connected in parallel at both ends of the DC charging unit 160. Its main function is to control and limit the current and voltage at the input port of the DC charging unit 160, thereby ensuring that the conversion and input of electric energy can be stably and sufficiently guaranteed, while avoiding interference and damage to the system due to fluctuations in current and voltage.

[0110] In one embodiment of the present application, in combination with Figures 3 to 5, the control unit is configured to: when the first battery pack U1 fails and the second battery pack U2 is not failed, control the first battery pack U1 to be isolated, and control the first negative contactor F1 to be closed, so as to charge the second battery pack U2 through the AC charging unit 150; or, when the second battery pack U2 fails and the first battery pack U1 is not failed, control the second battery pack U2 to be isolated, control the second contactor K2 and the third contactor K3 to be closed, control the upper bridge switch unit 171 to be opened, and control the lower bridge switch unit 172 to be closed, so as to charge the first inductor L1, the second inductor L2, and the third inductor L3 through the AC charging unit 150; at the end of charging, control the upper bridge switch unit 171 to be closed, control the lower bridge switch unit 172 to be opened, control the second contactor K2 to be opened, and control the first positive contactor F3 and the third contactor K3 to be closed, so as to charge the first battery pack U1 through the first inductor L1, the second inductor L2, and the third inductor L3.

[0111] In this embodiment, for AC charging, if the first battery pack U1 fails and the second battery pack U2 is not faulty, AC charging can be performed on the second battery pack U2. As shown in Figure 3, when the first battery pack U1 fails, the charging gun is connected to the AC charging unit 150. The control unit controls the first positive contactor F3 of the first battery pack U1 to open, isolating the first battery pack U1, and controls the first negative contactor F1 to close. The circuit is pre-charged via the second pre-charging unit 190. After the pre-charging is complete, the unfaulty second battery pack U2 is charged via the AC charging unit 150, with the current flow shown by the arrows in Figure 3. By adjusting the circuit structure to isolate the faulty battery pack and charge the unfaulty battery pack via the AC charging unit 150, the normal operation of the high-voltage system can be ensured.

[0112] On the other hand, when the second battery pack U2 fails and the first battery pack U1 is not failed, the first battery pack U1 is AC charged. As shown in Figure 4, when the second battery pack U2 fails, the charging gun is connected to the AC charging unit 150, the control unit controls the first negative contactor F1 to disconnect to isolate the second battery pack U2, and controls the second contactor K2 and the third contactor K3 to be in a closed state. The control unit controls the upper bridge switch unit 171 to disconnect and controls the lower bridge switch unit 172 to close, so that the current of the AC charging unit 150 flows to the drive motor 130 through the N line, so that the three-phase inductance of the drive motor is charged and stores energy, and the current flow direction is shown by the arrow in Figure 4. Furthermore, in combination with Figure 5, the three-phase inductance in the drive motor 130 continues to charge the first battery pack U1, that is, the three-phase inductance in the drive motor 130, namely the first inductor L1, the second inductor L2 and the third inductor L3, is used to charge the first battery pack U1, and the current flow direction is shown by the arrow in Figure 5. By adjusting the circuit structure, the faulty battery pack is isolated, and the normal battery pack is charged through the AC charging unit 150 and the drive motor 130, thereby ensuring the normal operation of the high-voltage system.

[0113] In one embodiment of the present application, in combination with Figures 6 and 7, the control unit is used to: when the first battery pack U1 fails and the second battery pack U2 is not faulty, control the first battery pack U1 to be isolated, and control the first negative contactor F1, the second negative contactor F2, the third contactor K3 and the fourth contactor K4 to be closed, so as to charge the second battery pack U2 through the DC charging unit 160; or, when the second battery pack U2 fails and the first battery pack U1 is not faulty, control the second battery pack U2 to be isolated, control the first contactor K1, the first positive contactor F3, the third contactor K3 and the second negative contactor F2 to be closed, control the fourth contactor K4 to be disconnected, control the upper bridge switch unit 171 to be disconnected, and control at least one IGBT component in the lower bridge switch unit 172 to be closed, so as to charge the first battery pack U1 through the DC charging unit 160.

[0114] In this embodiment, for DC charging, when the first battery pack U1 fails and the second battery pack U2 is not faulty, the second battery pack U2 can be charged via the DC charging unit 160. As shown in Figure 6, the charging gun is connected to the charging port of the DC charging unit 160. The control unit controls the first positive contactor F3 to open to isolate the first battery pack U1, and controls the first negative contactor F1, the second negative contactor F2, the third contactor K3, and the fourth contactor K4 to close, thereby charging the second battery pack U2 via the DC charging unit 160. The current flow is shown by the arrows in Figure 6. By adjusting the circuit structure, the faulty battery pack is isolated, and the healthy battery pack is charged by the DC charging unit 160, which ensures the normal operation of the high-voltage system.

[0115] On the other hand, when the second battery pack U2 fails and the first battery pack U1 is not faulty, the first battery pack U1 can be charged via the DC charging unit 160. As shown in Figure 7, the charging gun is connected to the charging port of the DC charging unit 160. The control unit controls the first negative contactor F1 to open to isolate the second battery pack U2, and controls the first contactor K1, the second negative contactor F2, the first positive contactor F3, and the third contactor K3 to close, and controls the fourth contactor K4 to open. At the same time, the control unit controls the upper bridge switch unit 171 to open, that is, the first IGBT component Q1, the second IGBT component Q2, and the third IGBT component Q3 are disconnected, and controls at least one IGBT component (that is, the fourth IGBT component Q4 and / or the fifth IGBT component Q5 and / or the sixth IGBT component Q6) in the lower bridge switch unit 172 to close. In the example shown in Figure 7, the fifth IGBT assembly Q5 is closed, and the second inductor L2 of the drive motor 130 is precharged via the DC charging unit 160. After the precharge is complete, the first healthy battery pack U1 can be charged, with the current flow shown by the arrows in Figure 7. By adjusting the circuit structure, the faulty battery pack is isolated, and the healthy battery pack is charged via the DC charging unit 160, ensuring the normal operation of the high-voltage system.

[0116] In one embodiment of the present application, in combination with Figures 8-9, the control unit is used to: when the first battery pack U1 fails, control the isolation of the first battery pack U1, control the closing of the first negative contactor F1 and the fifth contactor K5, so as to supply power to the drive motor 130 through the second battery pack U2; or, when the second battery pack U2 fails, control the isolation of the second battery pack U2, control the closing of the first positive contactor F3 and the sixth contactor K6, so as to supply power to the drive motor 130 through the first battery pack U1.

[0117] In this embodiment, if the first battery pack U1 fails, the second battery pack U2 can continue to power the drive motor 130, allowing the electric vehicle to continue driving. As shown in Figure 8, where the arrows indicate the direction of current flow, when the first battery pack U1 fails, the control unit controls the first positive contactor F3 to open, isolating the first battery pack U1, and controls the first negative contactor F1 and the fifth contactor K5 to close, allowing the second battery pack U2 to power the drive motor 130, allowing the vehicle to continue driving, avoiding vehicle breakdown, and ensuring the battery pack's endurance.

[0118] On the other hand, if the second battery pack U2 fails, the first battery pack U1 can continue to power the drive motor 130, allowing the electric vehicle to continue driving. As shown in Figure 9, where the arrows indicate the direction of current flow, when the second battery pack U2 fails, the control unit controls the first negative contactor F1 to open, isolating the second battery pack U2, and controls the first positive contactor F3 and the sixth contactor K6 to close. This allows the first battery pack U1 to power the drive motor 130, allowing the vehicle to continue driving, avoiding the possibility of vehicle breakdown, and ensuring the battery pack's endurance.

[0119] In one embodiment of the present application, as shown in FIG8 , the control unit is configured to control the first positive contactor F3 to disconnect to isolate the first battery pack U1 . In other words, the control unit can control the on / off state of the first positive contactor F3 to isolate the faulty first battery pack U1 .

[0120] In one embodiment of the present application, as shown in FIG7 , the control unit is configured to control the first negative contactor F1 to disconnect to isolate the second battery pack U2 . Specifically, the control unit can control the on / off state of the first negative contactor F1 to isolate the faulty second battery pack U2 .

[0121] In one embodiment of the present application, the control unit is configured to: when both the first battery pack U1 and the second battery pack U2 are not faulty, control the first battery pack U1 and the second battery pack U2 with a higher charge to charge the second battery pack U2 with a lower charge to achieve charge balance.

[0122] In an embodiment, if both battery packs, i.e., the first battery pack U1 and the second battery pack U2, are not faulty, but the power levels of the two battery packs are inconsistent, the system can store energy for the vehicle through the N line and the drive motor 130, that is, control the first battery pack U1 and the second battery pack U2 with a higher power level to charge the one with a lower power level, so that the power levels of the two battery packs are balanced, thereby improving the service life of each battery pack and the safety and reliability of the vehicle.

[0123] In one embodiment of the present application, in combination with Figures 10 and 11, the control unit is configured to: when the charge of the second battery pack U2 is greater than the charge of the first battery pack U1, control the first positive contactor F3 to be disconnected, control the first negative contactor F1 and the third contactor K3 to be closed, control the upper bridge switch unit 171 to be disconnected, and control the lower bridge switch unit 172 to be closed, so as to charge the first inductor L1, the second inductor L2, and the third inductor L3 through the second battery pack U2; after the charging of the first inductor L1, the second inductor L2, and the third inductor L3 is completed, control the first positive contactor F3 and the third contactor K3 to be closed, control the first negative contactor F1 to be disconnected, control the upper bridge switch unit 171 to be closed, and control the lower bridge switch unit 172 to be disconnected, so as to charge the first battery pack U1 through the first inductor L1, the second inductor L2, and the third inductor L3, thereby achieving charge balance between the first battery pack U1 and the second battery pack U2.

[0124] In this embodiment, when the charge level of the second battery pack U2 is greater than that of the first battery pack, in conjunction with FIG10 , the third contactor K3 and the first negative contactor F1 on the N line are controlled to close, and the control unit controls the upper bridge switch unit 171 to open, that is, the first IGBT component Q1, the second IGBT component Q2, and the third IGBT component Q3 are disconnected, and controls the lower bridge switch unit 172 to close, that is, the fourth IGBT component Q4, the fifth IGBT component Q5, and the sixth IGBT component Q6 are closed. As a result, the three-phase inductors in the drive motor 130 are charged and stored via the second battery pack U2, with the current flow direction shown by the arrows in FIG10 . Furthermore, FIG11 illustrates the process of the three-phase inductors in the drive motor 130 charging the first battery pack U1 by freewheeling, that is, the first battery pack U1 is charged by the energy stored in the first inductor L1, the second inductor L2, and the third inductor L3, with the current flow direction shown by the arrows in FIG11 . Thus, the second battery pack U2 can charge the first battery pack U1, thereby achieving charge balance between the first and second battery packs U1 and U2. When the charge levels of the first and second battery packs U1 and U2 are inconsistent, multiple charge and discharge cycles of the three-phase inductance in the drive motor 130 can achieve charge balance between the first and second battery packs U1 and U2, thereby achieving charge balance between the battery packs and improving the battery pack lifespan.

[0125] In one embodiment of the present application, in combination with Figures 12 and 13, the control unit is configured to: when the charge of the first battery pack U1 is greater than the charge of the second battery pack U2, control the first positive contactor F3, the first contactor K1, the fourth contactor K4, and the sixth contactor K6 to close, control the first negative contactor F1 to open, control the upper bridge switch unit 171 to open, and control the lower bridge switch unit 172 to close, so as to charge the first inductor L1, the second inductor L2, and the third inductor L3 through the first battery pack U1; after the charging of the first inductor L1, the second inductor L2, and the third inductor L3 is completed, control the first positive contactor F3 to open, control the first negative contactor F1, the third contactor K3, the fifth contactor K5, and the sixth contactor K6 to close, control the upper bridge switch unit 171 to close, and control the lower bridge switch unit 172 to open, so as to charge the second battery pack U2 through the first inductor L1, the second inductor L2, and the third inductor L3.

[0126] In an embodiment, when the charge of the first battery pack U1 is greater than the charge of the second battery pack U2, as shown in FIG12 , the first positive contactor F3, the first contactor K1, the fourth contactor K4 and the sixth contactor K6 can be controlled to close, the first negative contactor F1 can be controlled to disconnect, the upper bridge switch unit 171 can be controlled to disconnect, that is, the first IGBT component Q1, the second IGBT component Q2 and the third IGBT component Q3 are disconnected, and the lower bridge switch unit 172 can be controlled to close, that is, the fourth IGBT component Q4, the fifth IGBT component Q5 and the sixth IGBT component Q6 are closed, so as to charge and store energy in the three-phase inductance in the drive motor 130 through the first battery pack U1, and the current flow direction is shown by the arrows in FIG12 .

[0127] As shown in Figure 13, after charging of the first, second, and third inductors L1, L2, and L3 is complete, the first positive contactor F3 is controlled to open, the first negative contactor F1, the third contactor K3, the fifth contactor K5, and the sixth contactor K6 are controlled to close, and the upper bridge switch unit 171 is controlled to close, that is, the first, second, and third IGBT assemblies Q1, Q2, and Q3 are closed. The lower bridge switch unit 172 is controlled to open, that is, the fourth, fifth, and sixth IGBT assemblies Q4, Q5, and Q6 are opened. This illustrates the charging process of the three-phase inductor in the drive motor 130 to charge the second battery pack U2. Specifically, the energy stored in the first, second, and third inductors L1, L2, and L3 is used to charge the second battery pack U2, with the current flow direction shown by the arrows in Figure 13. As a result, the first battery pack U1 can charge the second battery pack 2, thereby achieving energy balance between the first and second battery packs U1 and U2. When the charge levels of the first battery pack U1 and the second battery pack U2 are inconsistent, multiple charge and discharge processes of the three-phase inductance in the drive motor 130 can achieve charge balance between the first battery pack U1 and the second battery pack U2, thereby achieving charge balance between the battery packs and improving the service life of the battery packs.

[0128] In one embodiment of the present application, in combination with Figures 10 and 14, before controlling the first battery pack U1 and the second battery pack U2 with a higher charge to charge the one with a lower charge, the control unit is further used to: control the charging module 120 to charge the first battery pack U1 and the second battery pack U2 with a higher charge until the one with a higher charge in the first battery pack U1 and the second battery pack U2 is fully charged, and the current flow direction is shown by the arrow in Figure 14.

[0129] In this embodiment, as shown in conjunction with Figures 10 and 14 , before achieving energy balancing between the battery packs, the control unit controls the first negative contactor F1 and the second contactor K2 to close, allowing the second battery pack U2 to be charged via the AC charging unit 150 until the second battery pack U2 is fully charged. Then, energy balancing between the battery packs is performed. Specifically, after the second battery pack U2 is fully charged, the control unit controls the third contactor K3 on the N line and the first negative contactor F1 to close. The control unit controls the upper bridge switch unit 171 to open, disconnecting the first, second, and third IGBT assemblies Q1, Q2, and Q3, and controls the lower bridge switch unit 172 to close, closing the fourth, fifth, and sixth IGBT assemblies Q4, Q5, and Q6. This allows the second battery pack U2 to charge the three-phase inductors in the drive motor 130 and store energy. Furthermore, the energy stored in the first, second, and third inductors L1, L2, and L3 charges the first battery pack U1. This allows the first battery pack U1 and the second battery pack U2 to charge and discharge each other, thereby achieving charge balance between the first and second battery packs U1 and U2. When the charge levels of the first and second battery packs U1 and U2 are inconsistent, multiple charge and discharge cycles of the three-phase inductance in the drive motor 130 can be used to balance the charge between the first and second battery packs U1 and U2, thereby achieving charge balance between the battery packs and improving the battery pack lifespan. Furthermore, charging the second battery pack U2 before performing charge balancing, so that the second battery pack U2 is fully charged before performing charge balancing, improves the efficiency and effectiveness of charge balancing.

[0130] In a specific embodiment, the charge balance between the battery packs can also be achieved by discharging the first battery pack U1 and charging the second battery pack U2. The implementation principle is similar to the above-mentioned principle of discharging the second battery pack U2 and charging the first battery pack U1, and will not be listed here one by one.

[0131] In a specific embodiment, while the first battery pack U1 and the second battery pack U2 are charged and discharged to achieve charge balance between them, each battery pack can also be heated. Specifically, as shown in Figures 12 and 13, in the positive half-cycle of the fundamental wave cycle, when the upper bridge switch unit 171 is disconnected and the lower bridge switch unit 172 is closed, the first battery pack U1 discharges, and the current charges the three-phase inductor of the drive motor 130 through the IGBT of the lower bridge switch unit 172 to store energy. When the upper bridge switch unit 171 is closed and the lower bridge switch unit 172 is disconnected, the three-phase inductor continues to flow to charge the second battery pack U2, forming a loop through the diodes of each IGBT component of the upper bridge switch unit 171. As shown in Figures 10 and 11, in the negative half cycle of the fundamental cycle, when the lower bridge switch unit 172 is closed and the upper bridge switch unit 171 is disconnected, the second battery pack U2 discharges to the three-phase inductor, forming a loop through the IGBT of the lower bridge switch unit 172. When the upper bridge switch unit 171 is closed and the lower bridge switch unit 172 is disconnected, the three-phase inductor continues to flow and charges the first battery pack U1 through the diodes of each IGBT component of the upper bridge switch unit 171. Therefore, the battery pack can be heated by charging and discharging the two battery packs to achieve the purpose of heating the battery pack.

[0132] In general, the electric vehicle control system 100 of the embodiment of the present application includes multiple battery packs connected in series. When some of the multiple battery packs fail, the control module 140 controls the isolation of the failed battery packs and controls the charging module 120 and / or the drive motor 130 to charge the remaining battery packs. The control module 140 can also control the remaining battery packs to supply power to the drive motor 130 to provide power to the vehicle. Thus, the present application adjusts the circuit structure of the electric vehicle's power system so that when some battery packs fail, the remaining remaining battery packs can continue to charge unaffected. This solves the problem of other remaining battery packs being unable to charge and operate when some battery packs fail, ensuring the vehicle's short-term endurance, reducing the risk of vehicle breakdown, improving the vehicle's safety redundancy and reliability, and reducing driving safety hazards, thereby improving the vehicle's driving safety. At the same time, the battery packs can also be controlled to balance the charge between the two battery packs, thereby increasing the service life of each battery pack.

[0133] A further embodiment of the present application also discloses an electric vehicle 200 .

[0134] FIG15 is a block diagram of an electric vehicle according to an embodiment of the present application. As shown in FIG15 , the electric vehicle 200 of the present application includes the electric vehicle control system 100 as described in any of the above embodiments of the present application.

[0135] According to an embodiment of the present application, the electric vehicle 200 includes multiple battery packs connected in series. When some of the multiple battery packs fail, the control module 140 controls the isolation of the failed battery packs and controls the charging module 120 and / or the drive motor 130 to charge the remaining battery packs. The control module 140 can also control the remaining battery packs to supply power to the drive motor 130 to provide power to the vehicle. Thus, the present application adjusts the circuit structure of the power system of the electric vehicle 200 so that when some battery packs fail, the remaining battery packs can continue to charge unaffected, thereby solving the problem of other remaining battery packs being unable to charge and operate when some battery packs fail. This ensures the vehicle's short-term endurance, reduces the risk of vehicle breakdown, improves the vehicle's safety redundancy and reliability, and reduces potential safety hazards during driving, thereby improving the vehicle's driving safety. At the same time, the battery packs can also be controlled to balance the charge between the two battery packs, thereby increasing the service life of each battery pack.

[0136] Throughout this specification, reference to terms such as "one embodiment," "some embodiments," "illustrative embodiments," "example," "specific example," or "some examples" means that a specific feature, structure, material, or characteristic described in conjunction with the embodiment or example is included in at least one embodiment or example of the present application. In this specification, illustrative expressions of the above terms do not necessarily refer to the same embodiment or example.

[0137] Although the embodiments of the present application have been shown and described, those skilled in the art will appreciate that various changes, modifications, substitutions, and variations may be made to the embodiments without departing from the principles and intent of the present application, and that the scope of the present application is defined by the claims and their equivalents.

Claims

1. An electric vehicle control system (100), characterized in that: include: A charging module (120), wherein the charging modules (120) are respectively connected to a plurality of battery packs of the electric vehicle (200); A drive motor (130), the drive motor (130) being connected to the plurality of battery packs; as well as A control module (140), the control module (140) being respectively connected to the plurality of battery packs, the drive motor (130) and the charging module (120), and being used for controlling the isolation of the faulty battery packs when some of the battery packs among the plurality of battery packs fail, and controlling the charging module (120) and / or the drive motor (130) to charge the battery packs that are not failed.

2. The electric vehicle control system (100) according to claim 1, characterized in that: The control module (140) is also used for: When some of the battery packs among the plurality of battery packs fail, the failed battery packs are controlled to be isolated, and the remaining battery packs are controlled to supply power to the drive motor (130).

3. The electric vehicle control system (100) according to claim 1 or 2, characterized in that: The control module (140) is also used for: When none of the plurality of battery packs fails, the plurality of battery packs are controlled to balance power.

4. The electric vehicle control system (100) according to any one of claims 1 to 3, characterized in that: The charging module (120) comprises an AC charging unit (150) and a DC charging unit (160); The plurality of battery packs are respectively connected to the AC charging unit (150) and the DC charging unit (160); when each of the battery packs is not faulty, the control module (140) controls the AC charging unit (150) or the DC charging unit (160) to charge the battery pack that is not faulty.

5. The electric vehicle control system (100) according to claim 4, characterized in that: The plurality of battery packs include: A first battery pack (U1), wherein the positive electrode of the first battery pack (U1) is connected to a high-voltage electrical load (Y1) of the electric vehicle (200) via a first positive contactor (F3), the positive electrode of the first battery pack (U1) is also connected to a positive electrode of the DC charging unit (160) via the first positive contactor (F3) and a first contactor (K1), and the negative electrode of the first battery pack (U1) is connected to the high-voltage electrical load (Y1) via a second contactor (K2); and A second battery pack (U2), wherein the positive electrode of the second battery pack (U2) is connected to the negative electrode of the first battery pack (U1), the positive electrode of the second battery pack (U2) is also connected to the positive electrode of the AC charging unit (150) through the second contactor (K2), the negative electrode of the second battery pack (U2) is connected to the negative electrode of the AC charging unit (150) through the first negative electrode contactor (F1), and the negative electrode of the second battery pack (U2) is also connected to the negative electrode of the DC charging unit (160) through the first negative electrode contactor (F1) and the second negative electrode contactor (F2).

6. The electric vehicle control system (100) according to claim 5, characterized in that: Also includes: A third contactor (K3), one end of the third contactor (K3) being respectively connected to the negative electrode of the first battery pack (U1) and the positive electrode of the second battery pack (U2), and the one end of the third contactor (K3) being also connected to the positive electrode of the AC charging unit (150) through the second contactor (K2); the other end of the third contactor (K3) being connected to the drive motor (130), and the other end of the third contactor (K3) being also connected to the positive electrode of the DC charging unit (160) through a fourth contactor (K4).

7. The electric vehicle control system (100) according to claim 6, characterized in that: Also includes: a fifth contactor (K5), one end of the fifth contactor (K5) being respectively connected to the one end of the third contactor (K3), the negative electrode of the first battery pack (U1) and the positive electrode of the second battery pack (U2); the other end of the fifth contactor (K5) being also connected to the positive electrode of the first battery pack (U1) through the first positive electrode contactor (F3); and the other end of the fifth contactor (K5) being also connected to the positive electrode of the DC charging unit (160) through the first contactor (K1); and A sixth contactor (K6), one end of the sixth contactor (K6) being respectively connected to the one end of the fifth contactor (K5), the one end of the third contactor (K3), the negative electrode of the first battery pack (U1) and the positive electrode of the second battery pack (U2); the other end of the sixth contactor (K6) being connected to the negative electrode of the AC charging unit (150), and the other end of the sixth contactor (K6) being also connected to the negative electrode of the DC charging unit (160) via the second negative electrode contactor (F2).

8. The electric vehicle control system (100) according to claim 7, characterized in that: The control module (140) comprises: control unit; and A switch tube unit (170), the switch tube unit (170) being connected to the drive motor (130), and the control unit being used to control the on / off state of the switch tube unit (170).

9. The electric vehicle control system (100) according to claim 8, characterized in that: The switch tube unit (170) comprises: An upper bridge switch unit (171), the upper bridge switch unit (171) comprising a first IGBT component (Q1), a second IGBT component (Q2) and a third IGBT component (Q3); and A lower bridge switch unit (172), the lower bridge switch unit (172) comprising a fourth IGBT component (Q4), a fifth IGBT component (Q5) and a sixth IGBT component (Q6); The first end of the first IGBT component (Q1) is connected to the positive electrode of the first battery pack (U1) through the first positive contactor (F3), the first end of the first IGBT component (Q1) is also connected to the positive electrode of the DC charging unit (160) through the first contactor (K1), the second end of the first IGBT component (Q1) is connected to the first end of the fourth IGBT component (Q4), and the third end of the first IGBT component (Q1) is connected to the control unit; The first end of the second IGBT component (Q2) is connected to the first end of the first IGBT component (Q1), the first end of the second IGBT component (Q2) is also connected to the positive electrode of the first battery pack (U1) through the first positive contactor (F3), the first end of the second IGBT component (Q2) is also connected to the positive electrode of the DC charging unit (160) through the first contactor (K1), the second end of the second IGBT component (Q2) is connected to the first end of the fifth IGBT component (Q5), and the third end of the second IGBT component (Q2) is connected to the control unit; The first end of the third IGBT component (Q3) is respectively connected to the first end of the first IGBT component (Q1) and the first end of the second IGBT component (Q2); the first end of the third IGBT component (Q3) is also connected to the positive electrode of the first battery pack (U1) through the first positive contactor (F3); the first end of the third IGBT component (Q3) is also connected to the positive electrode of the DC charging unit (160) through the first contactor (K1); the second end of the third IGBT component (Q3) is connected to the first end of the sixth IGBT component (Q6); and the third end of the third IGBT component (Q3) is connected to the control unit; The second end of the fourth IGBT component (Q4) is connected to the negative electrode of the AC charging unit (150), the second end of the fourth IGBT component (Q4) is also connected to the negative electrode of the second battery pack (U2) through the first negative electrode contactor (F1), the second end of the fourth IGBT component (Q4) is also connected to the negative electrode of the DC charging unit (160) through the second negative electrode contactor (F2), and the third end of the fourth IGBT component (Q4) is connected to the control unit; The second end of the fifth IGBT component (Q5) is connected to the second end of the fourth IGBT component (Q4), the second end of the fifth IGBT component (Q5) is also connected to the negative electrode of the second battery pack (U2) through the first negative electrode contactor (F1), the second end of the fifth IGBT component (Q5) is also connected to the negative electrode of the DC charging unit (160) through the second negative electrode contactor (F2), and the third end of the fifth IGBT component (Q5) is connected to the control unit; The second end of the sixth IGBT component (Q6) is respectively connected to the second end of the fourth IGBT component (Q4) and the second end of the fifth IGBT component (Q5); the second end of the sixth IGBT component (Q6) is also connected to the negative electrode of the second battery pack (U2) through the first negative electrode contactor (F1); the second end of the sixth IGBT component (Q6) is also connected to the negative electrode of the DC charging unit (160) through the second negative electrode contactor (F2); and the third end of the sixth IGBT component (Q6) is connected to the control unit.

10. The electric vehicle control system (100) according to claim 9, characterized in that: The driving motor (130) comprises: a first inductor (L1), one end of the first inductor (L1) being respectively connected to the second end of the first IGBT component (Q1) and the first end of the fourth IGBT component (Q4), the other end of the first inductor (L1) being connected to the other end of the third contactor (K3), and the other end of the first inductor (L1) being also connected to the positive electrode of the DC charging unit (160) through the fourth contactor (K4); a second inductor (L2), one end of the second inductor (L2) being respectively connected to the second end of the second IGBT component (Q2) and the first end of the fifth IGBT component (Q5), the other end of the second inductor (L2) being respectively connected to the other end of the third contactor (K3) and the other end of the first inductor (L1), and the other end of the second inductor (L2) being further connected to the positive electrode of the DC charging unit (160) via the fourth contactor (K4); and A third inductor (L3), one end of the third inductor (L3) is respectively connected to the second end of the third IGBT component (Q3) and the first end of the sixth IGBT component (Q6), the other end of the third inductor (L3) is respectively connected to the other end of the third contactor (K3), the other end of the first inductor (L1) and the other end of the second inductor (L2), and the other end of the third inductor (L3) is also connected to the positive electrode of the DC charging unit (160) through the fourth contactor (K4).

11. The electric vehicle control system (100) according to claim 10, characterized in that: Also includes: A first pre-charging unit (180), the first pre-charging unit (180) is connected in parallel with the first positive electrode contactor (F3).

12. The electric vehicle control system (100) according to claim 11, characterized in that: The first pre-charging unit (180) comprises a first resistor (R1) and a seventh contactor (K7) connected in series.

13. The electric vehicle control system (100) according to claim 10, characterized in that: Also includes: A second pre-charging unit (190), wherein the second pre-charging unit (190) is connected in parallel with the second contactor (K2).

14. The electric vehicle (200) charging control system according to claim 13, characterized in that: The second pre-charging unit (190) includes a second resistor (R2) and an eighth contactor (K8) connected in series.

15. The electric vehicle control system (100) according to any one of claims 9 to 14, characterized in that: Also includes: A first capacitor (C1), one end of the first capacitor (C1) is connected to a first end of the first IGBT component (Q1), and the other end of the first capacitor (C1) is connected to a second end of the fourth IGBT.

16. The electric vehicle control system (100) according to any one of claims 9 to 15, characterized in that: Also includes: A second capacitor (C2), the second capacitor (C2) is connected in parallel to the DC charging unit (160).

17. The electric vehicle control system (100) according to claim 10, characterized in that: The control unit is used for: When the first battery pack (U1) fails and the second battery pack (U2) does not fail, the first battery pack (U1) is controlled to be isolated, and the first negative contactor (F1) is controlled to be closed, so as to charge the second battery pack (U2) through the AC charging unit (150); or, When the second battery pack (U2) fails and the first battery pack (U1) does not fail, the second battery pack (U2) is controlled to be isolated, the second contactor (K2) and the third contactor (K3) are controlled to be closed, the upper bridge switch unit (171) is controlled to be disconnected, and the lower bridge switch unit (172) is controlled to be closed, so as to charge the first inductor (L1), the second inductor (L2) and the third inductor (L3) through the AC charging unit (150); when charging is finished, the upper bridge switch unit (171) is controlled to be closed, the lower bridge switch unit (172) is controlled to be disconnected, the second contactor (K2) is controlled to be disconnected, and the first positive contactor (F3) and the third contactor (K3) are controlled to be closed, so as to charge the first battery pack (U1) through the first inductor (L1), the second inductor (L2) and the third inductor (L3).

18. The electric vehicle control system (100) according to any one of claims 9 to 17, characterized in that: The control unit is used for: When the first battery pack (U1) fails and the second battery pack (U2) does not fail, the first battery pack (U1) is controlled to be isolated, and the first negative contactor (F1), the second negative contactor (F2), the third contactor (K3) and the fourth contactor (K4) are controlled to be closed, so as to charge the second battery pack (U2) through the DC charging unit (160); or, When the second battery pack (U2) fails and the first battery pack (U1) does not fail, the second battery pack (U2) is controlled to be isolated, the first contactor (K1), the first positive contactor (F3), the third contactor (K3) and the second negative contactor (F2) are controlled to be closed, the fourth contactor (K4) is controlled to be opened, the upper bridge switch unit (171) is controlled to be opened, and at least one IGBT component in the lower bridge switch unit (172) is controlled to be closed, so as to charge the first battery pack (U1) through the DC charging unit (160).

19. The electric vehicle control system (100) according to any one of claims 7 to 18, characterized in that: The control unit is used for: When the first battery pack (U1) fails, the first battery pack (U1) is controlled to be isolated, and the first negative contactor (F1) and the fifth contactor (K5) are controlled to be closed, so as to supply power to the drive motor (130) through the second battery pack (U2); or, When the second battery pack (U2) fails, the second battery pack (U2) is controlled to be isolated, and the first positive contactor (F3) and the sixth contactor (K6) are controlled to be closed, so as to supply power to the drive motor (130) through the first battery pack (U1).

20. The electric vehicle control system (100) according to any one of claims 17 to 19, characterized in that: The control unit is used for: The first positive contactor (F3) is controlled to be disconnected to isolate the first battery pack (U1).

21. The electric vehicle control system (100) according to any one of claims 17 to 19, characterized in that: The control unit is used for: The first negative contactor (F1) is controlled to be disconnected to isolate the second battery pack (U2).

22. The electric vehicle control system (100) according to any one of claims 10-14, characterized in that: The control unit is used for: When both the first battery pack (U1) and the second battery pack (U2) are not faulty, the one with higher power in the first battery pack (U1) and the second battery pack (U2) is controlled to charge the one with lower power to achieve power balance.

23. The electric vehicle control system (100) according to claim 22, characterized in that: The control unit is used for: When the power of the second battery pack (U2) is greater than the power of the first battery pack (U1), the first positive contactor (F3) is controlled to be disconnected, the first negative contactor (F1) and the third contactor (K3) are controlled to be closed, the upper bridge switch unit (171) is controlled to be disconnected, and the lower bridge switch unit (172) is controlled to be closed, so as to charge the first inductor (L1), the second inductor (L2) and the third inductor (L3) through the second battery pack (U2); After the charging of the first inductor (L1), the second inductor (L2) and the third inductor (L3) is completed, the first positive contactor (F3) and the third contactor (K3) are controlled to be closed, the first negative contactor (F1) is controlled to be opened, the upper bridge switch unit (171) is controlled to be closed, and the lower bridge switch unit (172) is controlled to be opened, so as to charge the first battery pack (U1) through the first inductor (L1), the second inductor (L2) and the third inductor (L3).

24. The electric vehicle control system (100) according to claim 22 or 23, characterized in that: The control unit is used for: When the power of the first battery pack (U1) is greater than the power of the second battery pack (U2), the first positive contactor (F3), the first contactor (K1), the fourth contactor (K4) and the sixth contactor (K6) are controlled to be closed, the first negative contactor (F1) is controlled to be disconnected, the upper bridge switch unit (171) is controlled to be disconnected, and the lower bridge switch unit (172) is controlled to be closed, so as to charge the first inductor (L1), the second inductor (L2) and the third inductor (L3) through the first battery pack (U1); After the charging of the first inductor (L1), the second inductor (L2) and the third inductor (L3) is completed, the first positive contactor (F3) is controlled to be disconnected, the first negative contactor (F1), the third contactor (K3), the fifth contactor (K5) and the sixth contactor (K6) are controlled to be closed, the upper bridge switch unit (171) is controlled to be closed, and the lower bridge switch unit (172) is controlled to be disconnected, so as to charge the second battery pack (U2) through the first inductor (L1), the second inductor (L2) and the third inductor (L3).

25. The electric vehicle control system (100) according to any one of claims 22 to 24, characterized in that: Before controlling the first battery pack (U1) and the second battery pack (U2) so that the one with higher power is charged to the one with lower power, the control unit is further used to: The charging module (120) is controlled to charge the one with the higher power of the first battery pack (U1) and the second battery pack (U2) until the one with the higher power of the first battery pack (U1) and the second battery pack (U2) is fully charged.

26. An electric vehicle (200), characterized in that: It comprises the electric vehicle control system (100) as claimed in any one of claims 1 to 25.

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