CN117601673A - High-pressure frame system and vehicle - Google Patents

High-pressure frame system and vehicle Download PDF

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Publication number
CN117601673A
CN117601673A CN202410032976.0A CN202410032976A CN117601673A CN 117601673 A CN117601673 A CN 117601673A CN 202410032976 A CN202410032976 A CN 202410032976A CN 117601673 A CN117601673 A CN 117601673A
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CN
China
Prior art keywords
unit
power distribution
voltage
distribution unit
motor control
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Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
CN202410032976.0A
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Chinese (zh)
Inventor
徐斌
严照斌
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Suzhou Shidai Xin'an Energy Technology Co ltd
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Suzhou Shidai Xin'an Energy Technology Co ltd
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Application filed by Suzhou Shidai Xin'an Energy Technology Co ltd filed Critical Suzhou Shidai Xin'an Energy Technology Co ltd
Priority to CN202410032976.0A priority Critical patent/CN117601673A/en
Publication of CN117601673A publication Critical patent/CN117601673A/en
Pending legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/60—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L1/00—Supplying electric power to auxiliary equipment of vehicles
    • B60L1/003—Supplying electric power to auxiliary equipment of vehicles to auxiliary motors, e.g. for pumps, compressors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/32—Control or regulation of multiple-unit electrically-propelled vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

The application provides a high-pressure architecture system and a vehicle. The high-voltage architecture system comprises a battery subsystem, a power distribution control subsystem and a high-voltage device subsystem, wherein the battery subsystem comprises an energy storage unit and an energy supply and distribution unit, and the energy storage unit is electrically connected to the energy supply and distribution unit. The configuration electric control subsystem comprises a high-voltage power distribution unit and a motor control unit which are connected, wherein the high-voltage power distribution unit and the motor control unit are adjacently arranged, and the high-voltage power distribution unit is further electrically connected to the energy supply power distribution unit. The high-voltage device subsystem comprises a power unit which is electrically connected with the motor control unit. According to the method and the device, the integration level of the high-voltage framework system can be effectively achieved.

Description

High-pressure frame system and vehicle
Technical Field
The application relates to the technical field of vehicles, in particular to a high-voltage framework system and a vehicle.
Background
With the development of new energy technology, the market of electric vehicles is also becoming wider. The electric system of the electric vehicle is respectively a high-voltage system and a low-voltage system, wherein the high-voltage system is mainly responsible for starting, driving, charging and discharging and air conditioning power.
The high-voltage framework system of the electric vehicle is an infrastructure of the whole vehicle power system, and determines the performance of the vehicle power system. At present, the integration level of a high-voltage framework system on an electric vehicle is lower, so that the high-voltage lines are too many and occupy larger space of the vehicle, and the whole vehicle is difficult to arrange and has higher cost. Therefore, how to effectively improve the integration level of the high-voltage architecture system is a urgent problem to be solved.
Disclosure of Invention
In view of the above, the present application provides a high-voltage architecture system and a vehicle, which can effectively integrate the high-voltage architecture system.
In a first aspect, embodiments of the present application provide a high-voltage architecture system and a vehicle, where the high-voltage architecture system includes a battery subsystem, a power distribution control subsystem, and a high-voltage device subsystem, the battery subsystem includes an energy storage unit and an energy supply power distribution unit, and the energy storage unit is electrically connected to the energy supply power distribution unit. The configuration electric control subsystem comprises a high-voltage power distribution unit and a motor control unit which are connected, wherein the high-voltage power distribution unit and the motor control unit are adjacently arranged, and the high-voltage power distribution unit is further electrically connected to the energy supply power distribution unit. The high-voltage device subsystem comprises a power unit which is electrically connected with the motor control unit.
In some embodiments of the first aspect, the high voltage architecture system includes two power distribution control subsystems, one of the two power distribution control subsystems configured as a first power distribution control subsystem and the other configured as a second power distribution control subsystem. The first power distribution control subsystem comprises a first high-voltage power distribution unit and a first motor control unit which are connected, the second power distribution control subsystem comprises a second high-voltage power distribution unit and a second motor control unit which are connected, and the first high-voltage power distribution unit and the second high-voltage power distribution unit are connected in parallel to the energy supply power distribution unit. The power unit comprises a first driving unit and a second driving unit, the first motor control unit is electrically connected to the first driving unit, and the second motor control unit is electrically connected to the second driving unit.
In some embodiments of the first aspect, the high voltage device subsystem further comprises an air conditioning heating unit and an air conditioning compression unit, the air conditioning heating unit and the air conditioning compression unit being connected in parallel to the first high voltage power distribution unit.
In some embodiments of the first aspect, the high voltage device subsystem further comprises a charging unit electrically connected to the second high voltage power distribution unit.
In some embodiments of the first aspect, the charging unit comprises a direct current charging module and an alternating current charging module, the power supply distribution unit comprises a charging circuit, the charging circuit is electrically connected with the energy storage unit, and the direct current charging module and the alternating current charging module are connected in parallel to the charging circuit through the second high voltage distribution unit.
In some embodiments of the first aspect, the first drive unit comprises a first drive motor and a second drive motor, the first drive motor and the second drive motor being connected in parallel to the first motor control unit. The second driving unit comprises a third driving motor and a fourth driving motor, and the third driving motor and the fourth driving motor are connected in parallel to the second motor control unit.
In some embodiments of the first aspect, the power supply and distribution unit includes a plurality of precharge circuits, the plurality of precharge circuits are connected in parallel to the energy storage unit, and a portion of the precharge circuits are connected to the first motor control unit, and another portion of the precharge circuits are connected to the second motor control unit.
In some embodiments of the first aspect, the power distribution control subsystem further comprises a protection unit connected between the power supply distribution unit and the high voltage distribution unit.
In some embodiments of the first aspect, the battery subsystem further comprises a detection unit connected between the energy storage unit and the power supply and distribution unit to detect an operating state of the battery subsystem.
In a second aspect, embodiments of the present application provide a vehicle comprising the high pressure architecture system provided by any of the embodiments of the first aspect.
The embodiment of the application provides a high-voltage architecture system, through setting up high-voltage distribution unit and motor control unit adjacent, in other words, high-voltage distribution unit and motor control unit integrated setting form and join in marriage electric control subsystem for the compactibility between high-voltage distribution unit and the motor control unit is higher. Therefore, the wiring length among the power unit, the high-voltage power distribution unit and the motor control unit can be effectively shortened, the cost can be reduced, the overall space occupation rate of the high-voltage framework system is reduced, the integration level of the high-voltage framework system can be effectively improved, and the flexibility of the whole vehicle arrangement is improved.
The foregoing description is only an overview of the technical solutions of the present application, and may be implemented according to the content of the specification in order to make the technical means of the present application more clearly understood, and in order to make the above-mentioned and other objects, features and advantages of the present application more clearly understood, the following detailed description of the present application will be given.
Drawings
Various other advantages and benefits will become apparent to those of ordinary skill in the art upon reading the following detailed description of the preferred embodiments. The drawings are only for purposes of illustrating the preferred embodiments and are not to be construed as limiting the application. Also, like reference numerals are used to designate like parts throughout the figures. In the drawings:
FIG. 1 is a schematic diagram of a high voltage architecture system according to some embodiments of the present application;
FIG. 2 is a schematic view of a partially enlarged structure of a battery subsystem of a high voltage architecture system according to some embodiments of the present application;
fig. 3 is a schematic diagram of a partial enlarged structure of a power distribution control subsystem of a high voltage architecture system according to some embodiments of the present application.
Reference numerals in the specific embodiments are as follows:
10. a battery subsystem; 11. an energy storage unit; 12. an energy supply and distribution unit; 121. a charging circuit; 122. a precharge circuit; 13. a detection unit;
20. a power distribution control subsystem; 20a, a first power distribution control subsystem; 20b, a second power distribution control subsystem; 21. a high voltage power distribution unit; 21a, a first high voltage power distribution unit; 21b, a second high voltage power distribution unit; 22. a motor control unit; 22a, a first motor control unit; 22b, a second motor control unit; 23. a protection unit;
30. a high voltage device subsystem; 31. a power unit; 311. a first driving unit; 3111. a first driving motor; 3112. a second driving motor; 312. a second driving unit; 3121. a third driving motor; 3122. a fourth driving motor; 32. an air conditioner heating unit; 33. an air conditioner compression unit; 34. a charging unit; 341. a direct current charging module; 342. an alternating current charging module; 35. and a vehicle-mounted charger.
Detailed Description
Embodiments of the technical solutions of the present application will be described in detail below with reference to the accompanying drawings. The following examples are only for more clearly illustrating the technical solutions of the present application, and thus are only examples, and are not intended to limit the scope of protection of the present application.
It should be noted that unless otherwise indicated, technical or scientific terms used in the embodiments of the present application should be given the ordinary meanings as understood by those skilled in the art to which the embodiments of the present application belong.
In the description of the embodiments of the present application, the technical terms "center", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom".
The references to the orientation or positional relationship of "inner", "outer", "clockwise", "counter-clockwise", "axial", "radial", "circumferential", etc. are based on the orientation or positional relationship shown in the drawings, are merely for convenience in describing the embodiments of the present application and to simplify the description, and do not indicate or imply that the devices or elements referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore should not be construed as limiting the embodiments of the present application.
Furthermore, the technical terms "first," "second," and the like, are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. In the description of the embodiments of the present application, the meaning of "plurality" is two or more unless explicitly defined otherwise.
In the description of the embodiments of the present application, unless explicitly specified and limited otherwise, the terms "mounted," "connected," "secured" and the like are to be construed broadly and may, for example, be fixedly connected, detachably connected, or be integrated; or may be mechanically or electrically connected; can be directly connected or indirectly connected through an intermediate medium, and can be communicated with the inside of two elements or the interaction relationship of the two elements. The specific meaning of the above terms in the embodiments of the present application will be understood by those of ordinary skill in the art according to the specific circumstances.
In the description of embodiments of the present application, unless explicitly specified and limited otherwise, a first feature "up" or "down" on a second feature may be that the first and second features are in direct contact, or that the first and second features are in indirect contact via an intermediary. Moreover, a first feature being "above," "over" and "on" a second feature may be a first feature being directly above or obliquely above the second feature, or simply indicating that the first feature is level higher than the second feature. The first feature being "under", "below" and "beneath" the second feature may be the first feature being directly under or obliquely below the second feature, or simply indicating that the first feature is less level than the second feature.
With the development of new energy technology, the market of electric vehicles is also becoming wider. The electric system of the electric vehicle is respectively a high-voltage system and a low-voltage system, wherein the high-voltage system is mainly responsible for starting, driving, charging and discharging and air conditioning power.
The high-voltage framework system of the electric vehicle is an infrastructure of the whole vehicle power system, and determines the performance of the vehicle power system. At present, the integration level of a high-voltage framework system on an electric vehicle is lower, so that the high-voltage lines are too many and occupy larger space of the vehicle, and the whole vehicle is difficult to arrange and has higher cost.
Based on the above considerations, the present application provides a high voltage architecture system, the high voltage architecture system includes battery subsystem, distribution control subsystem and high voltage device subsystem, and the battery subsystem includes energy storage unit and energy supply distribution unit, and energy storage unit electricity is connected in energy supply distribution unit. The configuration electric control subsystem comprises a high-voltage power distribution unit and a motor control unit which are connected, wherein the high-voltage power distribution unit and the motor control unit are adjacently arranged, and the high-voltage power distribution unit is further electrically connected to the energy supply power distribution unit. The high-voltage device subsystem comprises a power unit which is electrically connected with the motor control unit. Therefore, the high-voltage power distribution unit and the motor control unit are adjacent and integrally arranged, so that the wiring length among the power unit, the high-voltage power distribution unit and the motor control unit can be effectively shortened, the cost can be reduced, the space occupation rate of the high-voltage framework system is reduced, the integration level of the high-voltage framework system can be effectively improved, and the flexibility of the whole vehicle arrangement is improved.
The following first describes a high-voltage architecture system provided in an embodiment of the present application with reference to the accompanying drawings.
Figure 1 is a schematic diagram of a high voltage architecture system according to some embodiments of the present application,
fig. 2 is a schematic diagram of a partially enlarged structure of a battery subsystem of a high-voltage architecture system according to some embodiments of the present application, and fig. 3 is a schematic diagram of a partially enlarged structure of a power distribution control subsystem of a high-voltage architecture system according to some embodiments of the present application.
As shown in fig. 1 to 3, an embodiment of the present application provides a high voltage architecture system, which includes a battery subsystem 10, a power distribution control subsystem 20, and a high voltage device subsystem 30, where the battery subsystem 10 includes an energy storage unit 11 and an energy supply and distribution unit 12, and the energy storage unit 11 is electrically connected to the energy supply and distribution unit 12. The configuration electric control subsystem 20 comprises a high-voltage power distribution unit 21 and a motor control unit 22 which are connected, wherein the high-voltage power distribution unit 21 and the motor control unit 22 are adjacently arranged, and the high-voltage power distribution unit 21 is further electrically connected to the energy supply power distribution unit 12. The high voltage device subsystem 30 includes a power unit 31, the power unit 31 being electrically connected to the motor control unit 22.
The energy storage unit 11 is for storing electrical energy for operation of the high voltage device subsystem 30, for example. The energy storage unit 11 may be a battery cell, wherein the battery cell may include a lithium ion secondary battery cell, a lithium ion primary battery cell, a lithium sulfur battery cell, a sodium lithium ion battery cell, a sodium ion battery cell, or a magnesium ion battery cell, etc., which is not limited in the embodiment of the present application. The battery cells may be cylindrical, flat, rectangular, or otherwise shaped, as well as the embodiments herein are not limited in this regard. The energy storage unit 11 may also be a battery pack, where the battery pack may include a plurality of battery cells, and the plurality of battery cells may be connected in series or parallel or connected in series or parallel, and the series-parallel refers to that the plurality of battery cells are connected in series or parallel.
The power supply and distribution unit 12 can transfer the electric energy stored in the energy storage unit 11 into the high-voltage device subsystem 30, and can also switch on an external charging device to charge the energy storage unit 11. As an example, the energy storage unit 11 may be provided with a positive and a negative electrode interface externally, through which the power supply and distribution unit 12 may be connected with the energy storage unit 11. Optionally, a battery management system is provided in the battery subsystem 10, which can control the operation of the power supply and distribution unit 12.
The high-voltage power distribution unit 21 is electrically connected to the power supply and distribution unit 12 and the motor control unit 22, and the motor control unit 22 is electrically connected to the power unit 31. The high voltage power distribution unit 21 is used to control the charge and discharge states of the battery subsystem 10 and to control the power distribution state of the high voltage device subsystem 30 according to the driving mode of the vehicle. Illustratively, the electric energy in the energy storage unit 11 is input into the high-voltage distribution unit 21 through the power supply distribution unit 12, and the high-voltage distribution unit 21 distributes the electric energy in the power supply distribution unit 12 to the motor control unit 22 and the power unit 31, and the power unit 31 is capable of converting the electric energy into mechanical energy to provide running power for the vehicle.
As an example, the motor control unit 22 may include a motor controller, the power unit 31 may include a driving motor, the driving motor may be connected to the motor controller by a copper bar, and in addition, the differential may be integrated with the driving motor and the motor controller and installed integrally up and down, and three heat dissipation channels are connected to each other to form a three-in-one system.
Alternatively, the number of power units 31 may be, but is not limited to, one, two, or four. As an example, when the number of the power units 31 is one, the power units 31 may be provided at the front of the vehicle to drive two front wheels to rotate, or may be provided at the rear of the vehicle to drive two rear wheels to rotate; when the number of the power units 31 is two, one of the two power units 31 is provided at the front of the vehicle to drive the two front wheels to rotate, and the other is provided at the rear of the vehicle to drive the two rear wheels to rotate; when the number of the power units 31 is four, the four power units 31 are arranged in one-to-one correspondence with four wheels of the vehicle, and each power unit 31 drives each wheel to rotate independently.
In the above technical solution, the high-voltage power distribution unit 21 and the motor control unit 22 are disposed adjacently, in other words, the high-voltage power distribution unit 21 and the motor control unit 22 are integrally disposed to form the configuration electric control subsystem 20, so that the compactness between the high-voltage power distribution unit 21 and the motor control unit 22 is higher. In this way, the wiring length among the power unit 31, the high-voltage power distribution unit 21 and the motor control unit 22 can be effectively shortened, the cost can be reduced, the overall space occupation rate of the high-voltage framework system is reduced, the integration level of the high-voltage framework system can be effectively improved, and the flexibility of the whole vehicle arrangement is improved.
In some embodiments, the high voltage architecture system includes two power distribution control subsystems 20, one of the two power distribution control subsystems 20 being configured as a first power distribution control subsystem 20a and the other being configured as a second power distribution control subsystem 20b. The first power distribution control subsystem 20a comprises a first high voltage power distribution unit 21a and a first motor control unit 22a which are connected, and the second power distribution control subsystem 20b comprises a second high voltage power distribution unit 21b and a second motor control unit 22b which are connected, wherein the first high voltage power distribution unit 21a and the second high voltage power distribution unit 21b are connected in parallel to the power supply power distribution unit 12. The power unit 31 includes a first driving unit 311 and a second driving unit 312, the first motor control unit 22a is electrically connected to the first driving unit 311, and the second motor control unit 22b is electrically connected to the second driving unit 312.
Illustratively, a first power distribution control subsystem 20a is used to distribute power to the first drive unit 311 and a second power distribution control subsystem 20b is used to distribute power to the second drive unit 312. The first high-voltage power distribution unit 21a and the second high-voltage power distribution unit 21b are connected in parallel to the power supply and distribution unit 12, so that the first power distribution control subsystem 20a and the second power distribution control subsystem 20b can operate independently without mutual influence, and the vehicle can be switched between different driving modes.
As an example, the first power distribution control subsystem 20a and the first driving unit 311 may be disposed at a front portion of the vehicle to drive two front wheels of the vehicle to rotate, and the second power distribution control subsystem 20b and the second driving unit 312 may be disposed at a rear portion of the vehicle to drive two rear wheels of the vehicle to rotate. When the first power distribution control subsystem 20a and the second power distribution control subsystem 20b are both in an on state, the front wheels and the rear wheels of the vehicle are both driving wheels; when the first power distribution control subsystem 20a is in an on state and the second power distribution control subsystem 20b is in an off state, the front wheels of the vehicle are driving wheels, and the rear wheels of the vehicle are driven wheels; when the first power distribution control subsystem 20a is in an off state and the second power distribution control subsystem 20b is in an on state, the front wheels of the vehicle are driven wheels and the rear wheels of the vehicle are driving wheels. In this way, when the vehicle is in a more complex operating environment, the first power distribution control subsystem 20a and the second power distribution control subsystem 20b are both turned on, so as to improve the movement performance of the vehicle, thereby realizing better operation feeling and driving feeling. In the case of a relatively flat running environment of the vehicle, one of the first power distribution control subsystem 20a and the second power distribution control subsystem 20b is turned on, and the other is turned off, so that the electric energy of the vehicle is saved, and the waste of the electric energy of the vehicle is reduced.
According to the technical scheme, the first high-voltage power distribution unit 21a and the second high-voltage power distribution unit 21b are arranged in parallel, so that the first power distribution control subsystem 20a and the second power distribution control subsystem 20b can work independently without mutual influence, the power distribution states of the first driving unit 311 and the second driving unit 312 can be controlled according to different running environments of the vehicle, the vehicle can be switched between different driving modes to adapt to different running conditions, and therefore the applicability and the electric energy use efficiency of the vehicle are effectively improved.
In some embodiments, the high voltage device subsystem 30 further includes an air conditioning heating unit 32 and an air conditioning compression unit 33, the air conditioning heating unit 32 and the air conditioning compression unit 33 being connected in parallel to the first high voltage power distribution unit 21a.
For example, the first power distribution control subsystem 20a may be disposed at the front of the vehicle, and the electric power in the energy storage unit 11 is input into the first high voltage power distribution unit 21a through the power supply and distribution unit 12, and the first high voltage power distribution unit 21a distributes the electric power in the power supply and distribution unit 12 to the air conditioner heating unit 32 and the air conditioner compression unit 33. The air conditioning heating unit 32 provides warm air for an air conditioner inside the vehicle, and the air conditioning compression unit 33 can provide cool air for the air conditioner inside the vehicle.
The air conditioning heating unit 32 and the air conditioning compression unit 33 are connected in parallel to the first high-voltage distribution unit 21a, so that the air conditioning heating unit 32 and the air conditioning compression unit 33 can work independently, the air conditioning heating unit and the air conditioning compression unit are not affected by each other, and the reliability of the vehicle air conditioning operation can be improved.
In the above technical solution, the air conditioning heating unit 32, the air conditioning compression unit 33 and the first power distribution control subsystem 20a are all disposed in the front portion of the vehicle, so that the wiring length between the air conditioning heating unit 32, the air conditioning compression unit 33 and the first high-voltage power distribution unit 21a can be effectively shortened, the cost can be reduced, the space occupancy rate can be reduced, and the overall integration level of the high-voltage architecture system can be further improved.
In some embodiments, the high voltage device subsystem 30 further includes a charging unit 34, the charging unit 34 being electrically connected to the second high voltage power distribution unit 21b.
The charging unit 34 is for example used to switch on an external charging device for charging the energy storage unit 11. The second power distribution control subsystem 20b may be disposed at the rear of the vehicle, and the charging unit 34 inputs the electric energy in the external charging device into the second high voltage power distribution unit 21b, and the second high voltage power distribution unit 21b distributes the electric energy into the power supply distribution unit 12, and the electric energy further enters the energy storage unit 11 through the power supply distribution unit 12.
In the above technical solution, the charging unit 34 and the second power distribution control subsystem 20b are both disposed at the rear of the vehicle, so that the wiring length between the charging unit 34 and the second high-voltage power distribution unit 21b can be effectively shortened, the cost can be reduced, the space occupancy rate can be reduced, and the overall integration level of the high-voltage architecture system can be further improved.
In some alternative embodiments, the charging unit 34 is connected to the second high-voltage power distribution unit 21b, so that the charging interface of the energy storage unit 11 may be disposed on the second high-voltage power distribution unit 21b, so as to reduce the external interface of the energy storage unit 11, improve the tightness thereof, and avoid the damage of the external environment caused by the external interface of the energy storage unit 11.
In some embodiments, the charging unit 34 includes a dc charging module 341 and an ac charging module 342, the power supply distribution unit 12 includes a charging circuit 121, the charging circuit 121 is electrically connected to the energy storage unit 11, and the dc charging module 341 and the ac charging module 342 are connected to the charging circuit 121 in parallel through the second high voltage power distribution unit 21b.
Illustratively, the dc charging module 341 is configured to provide fast charging for the energy storage unit 11, the ac charging module 342 is configured to provide slow charging for the energy storage unit 11, and one end of the charging circuit 121 is electrically connected to the dc charging module 341 and the ac charging module 342 through the second high-voltage power distribution unit 21b, and the other end is electrically connected to the energy storage unit 11.
Through setting up direct current charging module 341 and alternating current charging module 342, can make high-voltage architecture system realize filling soon and filling slowly the function, improved high-voltage architecture system's functional richness and compatibility. In addition, the dc charging module 341 and the ac charging module 342 are connected in parallel to the charging circuit 121, so that the dc charging module 341 and the ac charging module 342 can work independently, they do not affect each other, and the reliability of the operation of the high-voltage architecture system can be improved.
Alternatively, an On-board Charger 35 (OBC) may be disposed between the ac charging module 342 and the second high-voltage power distribution unit 21b, and the ac charging module 342 and the On-board Charger 35 may be connected by three-phase lines. One end of the three-phase line is connected with the alternating current charging module 342 through terminal crimping, and the other end is connected with the vehicle-mounted charger 35 through a quick-plug connector. A DC/DC converter may also be provided between the ac charging module 342 and the second high voltage power distribution unit 21b for providing the required power for the power steering system, air conditioning and other auxiliary equipment of the vehicle.
In some alternative embodiments, the on-board charger 35 and the DC/DC converter may be integrated, and only the electrical interface of the second high-voltage power distribution unit 21b needs to be removed based on the high-voltage architecture system. The high-voltage framework system is easy to realize the improvement of vehicle type configuration, improves the configuration efficiency of high-voltage systems with different vehicle types and different performances, and reduces the development cost.
In some embodiments, the first driving unit 311 includes a first driving motor 3111 and a second driving motor 3112, and the first driving motor 3111 and the second driving motor 3112 are connected to the first motor control unit 22a in parallel. The second driving unit 312 includes a third driving motor 3121 and a fourth driving motor 3122, and the third driving motor 3121 and the fourth driving motor 3122 are connected in parallel to the second motor control unit 22b.
For example, the first and second driving motors 3111 and 3112 may be provided at a front portion of the vehicle to respectively drive two front wheels of the vehicle to rotate. The first and second driving motors 3111 and 3112 are connected in parallel to the first motor control unit 22a so that the first and second driving motors 3111 and 3112 can operate independently without affecting each other. In other words, the first and second driving motors 3111 and 3112 may be operated simultaneously so that both front wheels of the vehicle are driving wheels, and one of the first and second driving motors 3111 and 3112 may be operated so that one of the two front wheels of the vehicle is driving wheel and the other is driven wheel.
The third driving motor 3121 and the fourth driving motor 3122 may be provided at the rear of the vehicle to respectively drive two rear wheels of the vehicle. The third driving motor 3121 and the fourth driving motor 3122 are connected in parallel to the second motor control unit 22b such that the third driving motor 3121 and the fourth driving motor 3122 can independently operate without affecting each other. In other words, the third driving motor 3121 and the fourth driving motor 3122 may be operated simultaneously so that both rear wheels of the vehicle are driving wheels, and one of the third driving motor 3121 and the fourth driving motor 3122 may be operated so that one of the two rear wheels of the vehicle is driving wheel and the other is driven wheel.
In the above technical solution, by arranging the first driving motor 3111, the second driving motor 3112, the third driving motor 3121 and the fourth driving motor 3122 in parallel, the first driving motor 3111, the second driving motor 3112, the third driving motor 3121 and the fourth driving motor 3122 can work independently, they do not affect each other, and the distribution states of the first driving motor 3111, the second driving motor 3112, the third driving motor 3121 and the fourth driving motor 3122 can be controlled according to different running environments of the vehicle, so as to further improve the richness of the driving modes of the vehicle, so that the vehicle can switch between different driving modes to adapt to different driving conditions, and further improve the applicability and the electric energy use efficiency of the vehicle.
In some embodiments, the power supply distribution unit 12 includes a plurality of pre-charging circuits 122, the plurality of pre-charging circuits 122 are connected to the energy storage unit 11 in parallel, and a part of the pre-charging circuits 122 in the plurality of pre-charging circuits 122 is connected to the first motor control unit 22a, and another part of the pre-charging circuits 122 in the plurality of pre-charging circuits 122 is connected to the second motor control unit 22b.
Illustratively, the pre-charge circuit 122 is configured to pre-charge the first motor control unit 22a and the second motor control unit 22b. One end of a part of the precharge circuits 122 among the plurality of precharge circuits 122 is electrically connected to the energy storage unit 11, and the other end is electrically connected to the first motor control unit 22a. One end of the other part of the precharge circuits 122 of the plurality of precharge circuits 122 is electrically connected to the energy storage unit 11, and the other end is electrically connected to the second motor control unit 22b.
It will be appreciated that capacitive loads, such as capacitances, are present in the first motor control unit 22a and the second motor control unit 22b. When the cold state starts, no charge or only low residual voltage exists on the capacitor, the voltage at two ends of the capacitor is close to zero, and when the energy storage unit 11 supplies power, high-voltage power is output. If the energy storage unit 11 directly supplies power to the first motor control unit 22a and the second motor control unit 22b, the capacitors in the first motor control unit 22a and the second motor control unit 22b correspond to an instant short circuit, and a large impact is caused on the capacitors, so that the pre-charging circuit 122 is disposed in the power supply and distribution unit 12. When the precharge circuit 122 is turned on, the energy storage unit 11 is powered by the precharge circuit 122, and as the charge on the capacitor increases, the voltage across the capacitor increases continuously, and when the voltage output by the energy storage unit 11 is close to the voltage output by the energy storage unit 11, the precharge circuit 122 is turned off, and the energy storage unit 11 outputs normally.
Alternatively, the precharge circuit 122 may be connected in series with a precharge resistor, thereby controlling the maximum current through the precharge circuit 122 into the capacitor.
In the above technical solution, the plurality of pre-charging circuits 122 are arranged in parallel, so that the plurality of pre-charging circuits 122 can work independently without mutual influence, and the use of the pre-charging circuits 122 can be flexibly selected according to the requirements, thereby effectively improving the applicability and compatibility of the high-voltage architecture system.
In some alternative embodiments, the precharge circuit 122 and the charging circuit 121 are arranged in parallel to reduce interactions between the precharge circuit 122 and the charging circuit 121, further improving the reliability of the high voltage architecture system.
In some embodiments, the power distribution control subsystem 20 further includes a protection unit 23, the protection unit 23 being connected between the power supply distribution unit 12 and the high voltage distribution unit 21.
Illustratively, the protection unit 23 is configured to protect a high-voltage line in the high-voltage architecture system, and when a current on the high-voltage line in the high-voltage architecture system reaches a preset threshold, the protection unit 23 automatically cuts off the high-voltage line. The protection unit 23 may be configured as a fuse, a unidirectional transistor, a fuse, or a combination thereof, and may be selected according to the actual application environment.
It will be appreciated that a large amount of electrical energy is stored in the energy storage unit 11, which may pose a significant risk if the energy storage unit 11 is damaged by excessive current on the high voltage line in the high voltage architecture system. In this way, by providing the protection unit 23 between the power supply and distribution unit 12 and the high-voltage distribution unit 21, when the current on the high-voltage line in the high-voltage architecture system is excessive, the protection unit 23 can cut off the line between the battery subsystem 10 and the power distribution control subsystem 20, and the energy storage unit 11 can be better protected from damage, so that the risk can be further reduced.
In some alternative embodiments, the protection unit 23 may be disposed between the air conditioning heating unit 32, the air conditioning compression unit 33, the first and second driving motors 3111 and 3112, and the first high-voltage power distribution unit 21a. A protection unit 23 may be provided between the dc charging module 341, the ac charging module 342, the third and fourth driving motors 3121 and 3122 and the second high-voltage power distribution unit 21b.
In some embodiments, the battery subsystem 10 further includes a detection unit 13, where the detection unit 13 is connected between the energy storage unit 11 and the power supply and distribution unit 12 to detect an operation state of the battery subsystem 10.
Alternatively, the detection unit 13 may be at least one of a voltage sampling device, a current sampling device, and a temperature sampling device. As an example, in the case where the detection unit 13 is a voltage sampling device, the stability of the voltage of the battery subsystem 10 and malfunction can be monitored for management; in the case that the detecting unit 13 is a current sampling device, the magnitude of the current of the battery subsystem 10 can be monitored, so that the abnormal protection circuit can be timely found and is not damaged; in the case that the detection unit 13 is a temperature sampling device, the temperature of the battery subsystem 10 can be detected so as to timely find that the abnormality protects the energy storage unit 11 from damage.
According to the technical scheme, the detection unit 13 is arranged in the battery subsystem 10, so that the working state of the energy storage unit 11 can be monitored, and the reliability of the whole high-voltage architecture system is improved.
According to some embodiments of the present application, there is also provided a vehicle including the high pressure architecture system of any of the above aspects.
It can be appreciated that, since the vehicle provided in the embodiments of the present application includes the high-voltage architecture system of any one of the embodiments, the vehicle provided in the embodiments of the present application has the beneficial effects of the high-voltage architecture system of any one of the embodiments described above, and will not be described herein.
It should be noted that, in the case of no conflict, the embodiments and features in the embodiments may be combined with each other.
Finally, it should be noted that: the above embodiments are only for illustrating the technical solution of the present application, and not for limiting the same; although the present application has been described in detail with reference to the foregoing embodiments, it should be understood by those of ordinary skill in the art that: the technical scheme described in the foregoing embodiments can be modified or some or all of the technical features thereof can be replaced by equivalents; such modifications and substitutions do not depart from the spirit of the embodiments, and are intended to be included within the scope of the claims and description. In particular, the technical features mentioned in the respective embodiments may be combined in any manner as long as there is no structural conflict. The present application is not limited to the specific embodiments disclosed herein, but encompasses all technical solutions falling within the scope of the claims.

Claims (10)

1. A high pressure architecture system, comprising:
the battery subsystem comprises an energy storage unit and an energy supply distribution unit, and the energy storage unit is electrically connected with the energy supply distribution unit;
the power distribution control subsystem comprises a high-voltage power distribution unit and a motor control unit which are connected, wherein the high-voltage power distribution unit and the motor control unit are adjacently arranged, and the high-voltage power distribution unit is also electrically connected with the energy supply power distribution unit;
the high-voltage device subsystem comprises a power unit which is electrically connected with the motor control unit.
2. The high voltage architecture system of claim 1, wherein the high voltage architecture system comprises two of the power distribution control subsystems, one of the two power distribution control subsystems configured as a first power distribution control subsystem and the other configured as a second power distribution control subsystem;
the first power distribution control subsystem comprises a first high-voltage power distribution unit and a first motor control unit which are connected, the second power distribution control subsystem comprises a second high-voltage power distribution unit and a second motor control unit which are connected, and the first high-voltage power distribution unit and the second high-voltage power distribution unit are connected in parallel to the energy supply power distribution unit;
the power unit comprises a first driving unit and a second driving unit, the first motor control unit is electrically connected with the first driving unit, and the second motor control unit is electrically connected with the second driving unit.
3. The high voltage architecture system of claim 2 wherein the high voltage device subsystem further comprises an air conditioning heating unit and an air conditioning compression unit, the air conditioning heating unit and the air conditioning compression unit being connected in parallel to the first high voltage power distribution unit.
4. The high voltage architecture system of claim 2 wherein the high voltage device subsystem further comprises a charging unit electrically connected to the second high voltage power distribution unit.
5. The high voltage architecture system of claim 4 wherein the charging unit comprises a dc charging module and an ac charging module, the power supply and distribution unit comprises a charging circuit electrically connected to the energy storage unit, the dc charging module and the ac charging module being connected in parallel to the charging circuit through the second high voltage distribution unit.
6. The high voltage architecture system of claim 2 wherein the first drive unit includes a first drive motor and a second drive motor, the first drive motor and the second drive motor being connected in parallel to the first motor control unit;
the second driving unit comprises a third driving motor and a fourth driving motor, and the third driving motor and the fourth driving motor are connected in parallel to the second motor control unit.
7. The high voltage architecture system of claim 2 wherein the power distribution unit includes a plurality of pre-charge circuits, a plurality of the pre-charge circuits being connected in parallel to the energy storage unit, a portion of the pre-charge circuits of the plurality of pre-charge circuits being connected to the first motor control unit, another portion of the pre-charge circuits of the plurality of pre-charge circuits being connected to the second motor control unit.
8. The high voltage architecture system of claim 1, wherein the power distribution control subsystem further comprises a protection unit connected between the power supply and distribution units and the high voltage distribution unit.
9. The high voltage architecture system of claim 1 wherein the battery subsystem further comprises a detection unit coupled between the energy storage unit and the power supply and distribution unit to detect an operational state of the battery subsystem.
10. A vehicle comprising a high pressure architecture system as claimed in any one of claims 1 to 9.
CN202410032976.0A 2024-01-10 2024-01-10 High-pressure frame system and vehicle Pending CN117601673A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
CN202410032976.0A CN117601673A (en) 2024-01-10 2024-01-10 High-pressure frame system and vehicle

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
CN202410032976.0A CN117601673A (en) 2024-01-10 2024-01-10 High-pressure frame system and vehicle

Publications (1)

Publication Number Publication Date
CN117601673A true CN117601673A (en) 2024-02-27

Family

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Family Applications (1)

Application Number Title Priority Date Filing Date
CN202410032976.0A Pending CN117601673A (en) 2024-01-10 2024-01-10 High-pressure frame system and vehicle

Country Status (1)

Country Link
CN (1) CN117601673A (en)

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