CN117656856A - Vehicle charging and discharging system, vehicle and method - Google Patents

Abstract

The invention relates to a vehicle charging and discharging system, a vehicle and a method, and relates to the technical field of batteries, wherein a first phase line of the vehicle is connected with a coil winding neutral point of a first motor, a second phase line of the vehicle is connected with a coil winding neutral point of a second motor, and a third phase line of the vehicle is connected with a coil winding neutral point of an air conditioner compressor; the central point of each phase of the first inverter is correspondingly connected with each phase of coil of the first motor, the central point of each phase of the second inverter is correspondingly connected with each phase of coil of the second motor, and the central point of each phase of the third inverter is correspondingly connected with each phase of coil of the air conditioner compressor; the first converging end of the first inverter, the first converging end of the second inverter and the first converging end of the third inverter are connected, and the second converging end of the first inverter, the second converging end of the second inverter and the second converging end of the third inverter are connected; by multiplexing the motor and the inverter of the vehicle, the charging and discharging cost of the vehicle is reduced.

Description

Vehicle charging and discharging system, vehicle and method

Technical Field

The disclosure relates to the technical field of batteries, and in particular relates to a vehicle charging and discharging system, a vehicle and a method.

Background

Today, new energy automobiles take an important role in the field of automobile markets. The new energy automobile takes a power battery as a power source, and the charge and discharge of the battery are important. When the new energy automobile is charged and discharged, a charging and discharging system is required to be independently arranged. However, the separate provision of the charge and discharge bodies increases the cost of the new energy automobile.

Disclosure of Invention

The disclosure provides a vehicle charging and discharging system, a vehicle and a method, and aims to solve the problems.

To achieve the above object, a first aspect of embodiments of the present disclosure provides a vehicle charge-discharge system, the system including: the first motor and the first inverter, the second motor and the second inverter, the air conditioner compressor and the third inverter; the first phase line is connected with the neutral point of the coil winding of the first motor, the second phase line is connected with the neutral point of the coil winding of the second motor, and the third phase line is connected with the neutral point of the coil winding of the air-conditioning compressor; the center point of each phase of the first inverter is correspondingly connected with each phase of coil of the first motor, the center point of each phase of the second inverter is correspondingly connected with each phase of coil of the second motor, and the center point of each phase of the third inverter is correspondingly connected with each phase of coil of the air conditioner compressor; the first bus end of the first inverter, the first bus end of the second inverter and the first bus end of the third inverter are connected, and the second bus end of the first inverter, the second bus end of the second inverter and the second bus end of the third inverter are connected; the first inverter is an inverter of the first motor, the second inverter is an inverter of the second motor, and the third inverter is an inverter of the air conditioner compressor.

Optionally, the system further comprises: a direct current external interface; the direct current external interface comprises: a direct current positive electrode port and a direct current negative electrode port; the direct current positive electrode port is respectively connected with a coil winding neutral point of the first motor and a first converging end of the first inverter; the direct current negative electrode port is respectively connected with the second converging end of the first inverter, the second converging end of the second inverter and the second converging end of the third inverter.

Optionally, the system further comprises: a first full bridge switch, a transformer and a boost DC module; the first bus end of the first full-bridge switch is respectively connected with the first bus end of the first inverter, the first bus end of the second inverter and the first end of the boost DC module, and the second bus end of the first full-bridge switch is respectively connected with the second bus end of the third inverter and the second end of the boost DC module; two ports of the first side of the transformer are respectively connected with the central points of two bridge arms of the first full-bridge switch, and the second side of the transformer is connected with the third end of the boost DC module.

Optionally, the system further comprises: a second switch and a third switch, the boost DC module comprising: a second full bridge switch, a first inductor, a second inductor, and a first capacitance; the first end of the boost DC module is a first confluence end of the second full-bridge switch, the second end of the boost DC module is a second confluence end of the second full-bridge switch, and the third end of the boost DC module is a center point of two bridge arms of the second full-bridge switch; the first bus end of the second full-bridge switch is connected with the first bus end of the first full-bridge switch through the second switch; the second bus end of the second full-bridge switch is connected with the second bus end of the first full-bridge switch through the third switch; the center point of a first bridge arm of the second full-bridge switch is connected with the first end of the first capacitor through the first inductor, and the center point of a second bridge arm of the second full-bridge switch is connected with the first end of the first capacitor through the second inductor; the first end of the first capacitor is connected with the positive electrode end of the battery pack, and the second end of the first capacitor is connected with the lower bridge arm of the second full-bridge switch and the negative electrode end of the battery pack respectively; and the center point of the first bridge arm of the second full-bridge switch and the center point of the second bridge arm of the second full-bridge switch are respectively connected with two ports of the second side of the transformer.

Optionally, the system further comprises: a fifth switch and a sixth switch; the central point of the first bridge arm of the second full-bridge switch is connected with one port of the second side of the transformer through the fifth switch; and the center point of a second bridge arm of the second full-bridge switch is connected with the other port of the second side of the transformer through the sixth switch.

Optionally, the system further comprises: a discharge port and a third inductor in the vehicle; the in-vehicle discharge port includes: a first in-vehicle discharge port and a second in-vehicle discharge port; the first in-vehicle discharge port is connected with the central point of one bridge arm of the first full-bridge switch through the third inductor, and the second in-vehicle discharge port is connected with the central point of the other bridge arm of the first full-bridge switch.

Optionally, when the second switch and the third switch are closed, and the fifth switch and the sixth switch are turned off, the current of the battery pack flows from the positive electrode end, flows through the boost DC module, the upper bridge arm of one bridge arm of the first full-bridge switch, the in-vehicle discharge port and the lower bridge arm of the other bridge arm of the first full-bridge switch in sequence, and returns to the negative electrode end of the battery pack, so as to form an in-vehicle ac discharge loop.

Optionally, the system further comprises: the first switch, the fourth switch and a neutral line are connected with a coil winding neutral point of the second motor through the first switch; the fourth switch is arranged between the direct-current positive electrode port and the first converging end of the first inverter.

Optionally, the system further comprises a controller; the controller is respectively connected with the first switch, the second switch, the third switch, the fourth switch, the fifth switch and the sixth switch; the controller is used for controlling the first switch, the fifth switch and the sixth switch to be closed and controlling the second switch, the third switch and the fourth switch to be opened when the system is in a first working mode so as to realize single-phase alternating current charging; the controller is further configured to control the fifth switch and the sixth switch to be turned on and turned off, and control the first switch, the second switch, the third switch and the fourth switch to be turned off when the system is in a second working mode, so as to realize three-phase alternating current charging; the controller is further configured to control the second switch, the third switch, and the fourth switch to be turned on and turned off, and control the first switch, the fifth switch, and the sixth switch to be turned off when the system is in a third working mode, so as to realize direct current charging.

Optionally, in the first working mode, single-phase alternating current flows in through an interface corresponding to one of the first phase line and the N line, and the current sequentially flows in through a coil winding connected with one of the phase lines, an inverter corresponding to one of the phase lines, an upper bridge arm of one of the bridge arms of the first full-bridge switch, one port of a first side of the transformer, one port of a second side of the transformer and the first inductor, then flows in an anode end of the battery pack, flows out from a cathode end of the battery pack, and sequentially flows through a coil winding connected with one of the lower bridge arms of the second full-bridge switch, the other port of the second side of the transformer, the other port of the first side of the transformer, the lower bridge arm of the other bridge arm of the first full-bridge switch and the other phase line, so as to form a single-phase alternating current charging loop; in the second working mode, three-phase alternating current flows in through interfaces corresponding to any two phase lines of a first phase line, a second phase line and a third phase line, sequentially flows through coil windings and an inverter of a corresponding motor, sequentially flows through an upper bridge arm of one bridge arm of the first full-bridge switch, one port of a first side of the transformer, one port of a second side of the transformer and a first inductor, flows into an anode end of a battery pack, flows out from a cathode end of the battery pack, sequentially flows through a lower bridge arm of the second full-bridge switch, the other port of the second side of the transformer, the other port of the first side of the transformer and the lower bridge arm of the other bridge arm of the first full-bridge switch, and flows back to coil windings connected by the phase lines except any two phase lines in the three phase lines to form a three-phase alternating current charging loop; in the third working mode, direct current flows into the positive electrode end of the battery pack through the direct current positive electrode port, and flows back to the direct current negative electrode port from the negative electrode end of the battery pack to form a direct current charging loop.

Optionally, the system further comprises: a second capacitor; one end of the second capacitor is connected with the upper bridge arm of the first inverter, the upper bridge arm of the second inverter and the upper bridge arm of the third inverter respectively, and the other end of the second capacitor is connected with the lower bridge arm of the first inverter, the lower bridge arm of the second inverter and the lower bridge arm of the third inverter respectively.

A second aspect of the embodiments of the present disclosure provides a vehicle including a first motor, a second motor, an air conditioner compressor, and a charge and discharge system according to the first aspect to which the first motor, the second motor, and the air conditioner compressor are applied.

A third aspect of an embodiment of the present disclosure provides a vehicle charging and discharging method, applied to the vehicle charging and discharging system of the first aspect, the method including: identifying an access signal of a charging gun, and determining a charging mode according to the access signal; and controlling the vehicle charging and discharging system to charge the battery pack according to the charging mode.

The vehicle charging and discharging system comprises a first motor, a first inverter, a second motor, a second inverter, an air conditioner compressor and a third inverter; the first phase line is connected with the neutral point of the coil winding of the first motor, the second phase line is connected with the neutral point of the coil winding of the second motor, and the third phase line is connected with the neutral point of the coil winding of the air-conditioning compressor; the central point of each phase of the first inverter is correspondingly connected with each phase of coil of the first motor, the central point of each phase of the second inverter is correspondingly connected with each phase of coil of the second motor, and the central point of each phase of the third inverter is correspondingly connected with each phase of coil of the air conditioner compressor; the first converging end of the first inverter, the first converging end of the second inverter and the first converging end of the third inverter are connected, and the second converging end of the first inverter, the second converging end of the second inverter and the second converging end of the third inverter are connected; the first inverter is an inverter of the first motor, the second inverter is an inverter of the second motor, and the third inverter is an inverter of the air conditioner compressor, so that the charging and discharging cost of the vehicle is reduced by multiplexing the motors of the vehicle.

Additional features and advantages of the present disclosure will be set forth in the detailed description which follows.

Drawings

The accompanying drawings are included to provide a further understanding of the disclosure, and are incorporated in and constitute a part of this specification, illustrate the disclosure and together with the description serve to explain, but do not limit the disclosure. In the drawings:

FIG. 1 is a current diagram of a conventional vehicle charge-discharge system;

fig. 2 is a circuit diagram of a vehicle charge-discharge system provided by an embodiment of the present disclosure;

FIG. 3 is a circuit diagram of yet another vehicle charge-discharge system provided by an embodiment of the present disclosure;

FIG. 4 is a circuit diagram of yet another vehicle charge-discharge system provided by an embodiment of the present disclosure;

FIG. 5 is a circuit diagram of yet another vehicle charge-discharge system provided by an embodiment of the present disclosure;

FIG. 6 is a circuit diagram of yet another vehicle charge-discharge system provided by an embodiment of the present disclosure;

FIG. 7 is a circuit diagram of yet another vehicle charge-discharge system provided by an embodiment of the present disclosure;

fig. 8 is a circuit diagram of yet another vehicle charge-discharge system provided by an embodiment of the present disclosure.

Description of the reference numerals

10-vehicle charging and discharging System 110-first Motor

111-first inverter 112-coil winding of first motor

120-second motor 121-second inverter

122-coil winding 130-air conditioner compressor of second motor

131-third inverter 131-coil winding of air conditioner compressor

140-ac external interface 150-dc external interface

160-first full bridge switch 170-boost DC module

171-second full bridge switch 180-in-vehicle discharge port

T80-transformer L100-first inductor

L200-second inductor C1-first capacitor

L300-third inductance C2-second capacitance

K1-first switch K2-second switch

K3-third switch K4-fourth switch

K5-fifth switch K6-sixth switch

E-battery pack

Detailed Description

Specific embodiments of the present disclosure are described in detail below with reference to the accompanying drawings. It should be understood that the detailed description and specific examples, while indicating and illustrating the disclosure, are not intended to limit the disclosure.

Today, new energy automobiles take an important role in the field of automobile markets. The new energy automobile takes a power battery as a power source, and the charge and discharge of the battery are important. When the new energy automobile is charged and discharged, a charging and discharging system (shown in fig. 1) needs to be separately equipped. However, the separate provision of charge and discharge represents an increase in the cost of the new energy automobile.

In view of this, the present disclosure proposes a vehicle charge and discharge system applied to a vehicle, as shown in fig. 2, the vehicle charge and discharge system 10 includes: the first motor 110 and the first inverter 111, the second motor 120 and the second inverter 121, the air conditioner compressor 130 and the third inverter 131.

The first inverter 111 is an inverter of the first motor 110, the second inverter 121 is an inverter of the second motor 120, and the third inverter 131 is an inverter of the air conditioner compressor 130.

Illustratively, the first motor 110, the second motor 120, and the air conditioner compressor 130 are all three-phase motors. The first inverter 111, the second inverter 121, and the third inverter 131 may be three-phase inverters. As shown in fig. 3, the first inverter 111 has three legs, which are a leg formed by switching transistors Q1 and Q2, a leg formed by switching transistors Q3 and Q4, and a leg formed by switching transistors Q5 and Q6, respectively. The second inverter 121 has three legs, i.e., a leg formed by switching transistors Q7 and Q8, a leg formed by switching transistors Q9 and Q10, and a leg formed by switching transistors Q11 and Q12, respectively. The third inverter 131 has three legs, which are a leg formed by switching transistors Q13 and Q14, a leg formed by switching transistors Q15 and Q16, and a leg formed by switching transistors Q17 and Q18, respectively.

The first motor 212 further includes a coil winding 112 of the first motor, the coil winding 112 of the first motor is composed of coil windings L1, L2, and L3, and the coil windings L1, L2, and L3 are connected in a star shape. The second motor 120 further includes a coil winding 122 of the second motor, the coil winding 122 of the second motor is composed of coil windings L4, L5 and L6, and the coil windings L4, L5 and L6 are connected in a star shape. The air conditioner compressor 130 further includes a coil winding 132 of the air conditioner compressor, the coil winding 132 of the air conditioner compressor is composed of coil windings L7, L8 and L9, and the coil windings L7, L8 and L9 are connected in a star shape.

The center point of each phase of the first inverter 111 is correspondingly connected with each phase coil winding 112 of the first motor, that is, the bridge arm formed by the switching tubes Q1 and Q2 is connected with the coil winding L1, and the bridge arm formed by the switching tubes Q3 and Q4 is connected with the coil winding L2, that is, the bridge arm formed by the switching tubes Q5 and Q6 is connected with the coil winding L3. The center point of each phase of the second inverter 121 is correspondingly connected with each phase coil winding 122 of the second motor, and the center point of each phase of the third inverter 131 is correspondingly connected with each phase coil winding 132 of the air conditioner compressor, and the connection manner is similar to that of the first inverter 111 and each phase coil winding 112 of the first motor, and will not be described herein.

When the inverter and the motor are connected, the three-phase bridge arms can be connected according to single-phase connection, two-phase connection, three-phase staggered connection and the like so as to reduce current ripple of the input current of the charging pile. A single-phase connection is understood to mean that a phase leg in a three-phase inverter is connected to one of the coils of a three-phase motor. For example, the arm formed by Q1 and Q2 of the first inverter 111 is connected to the coil winding L1. A two-phase connection is understood to mean that the two-phase legs in a three-phase inverter are connected to the two-phase coil windings of a three-phase motor. A three-phase interleaved connection is understood to mean that the bridge legs are not connected to the coil windings which correspond in position. For example, the arm formed by the switching transistors Q1 and Q2 is connected to the coil winding L2, and the arm formed by the switching transistors Q3 and Q4 is connected to the coil winding L3, that is, the arm formed by the switching transistors Q5 and Q6 is connected to the coil winding L1.

In the present embodiment, the first inverter, the third inverter, and the second inverter are not limited to the three-phase inverter described above, but may be a four-phase inverter, a five-phase inverter, or the like, and are not limited thereto. Also, the first motor, the second motor, and the third motor are not limited to the three-phase motor described above, but may be a four-phase motor, a five-phase motor, or the like, and are not limited thereto.

The center point of each phase of the first inverter 111 is correspondingly connected with each phase coil winding 112 of the first motor, the center point of each phase of the second inverter 121 is correspondingly connected with each phase coil winding 122 of the second motor, and the center point of each phase of the third inverter 131 is correspondingly connected with each phase coil winding 132 of the air conditioner compressor.

The first bus end of the first inverter 111, the first bus end of the second inverter 121, and the first bus end of the third inverter 131 are connected, and the second bus end of the first inverter 111, the second bus end of the second inverter 121, and the second bus end of the third inverter 131 are connected.

The vehicle charging and discharging system provided by the embodiment comprises a first motor, a first inverter, a second motor, a second inverter, an air conditioner compressor and a third inverter; the first phase line is connected with the neutral point of the coil winding of the first motor, the second phase line is connected with the neutral point of the coil winding of the second motor, and the third phase line is connected with the neutral point of the coil winding of the air-conditioning compressor; the central point of each phase of the first inverter is correspondingly connected with each phase of coil of the first motor, the central point of each phase of the second inverter is correspondingly connected with each phase of coil of the second motor, and the central point of each phase of the third inverter is correspondingly connected with each phase of coil of the air conditioner compressor; the first converging end of the first inverter, the first converging end of the second inverter and the first converging end of the third inverter are connected, and the second converging end of the first inverter, the second converging end of the second inverter and the second converging end of the third inverter are connected; the first inverter is an inverter of the first motor, the second inverter is an inverter of the second motor, and the third inverter is an inverter of the air conditioner compressor, and the vehicle charging and discharging cost is reduced by multiplexing 3 motors of the vehicle.

Optionally, there is a difference between the charging piles of the respective platforms. For example, the charging pile has a direct current charging pile and an alternating current charging pile. For an ac charging pile, there is a division of a three-phase ac charging pile and a single-phase ac charging pile. In order to adapt to the charging piles of each platform, the embodiment provides a vehicle charging and discharging system as shown in fig. 3, and when the vehicle charging and discharging system is connected with the three-phase alternating current charging pile, the unidirectional alternating current charging pile and the direct current charging pile, battery packs in the vehicle charging and discharging system can be charged. As shown in fig. 3, the vehicle charge-discharge system 10 further includes: an ac external interface 140. It is understood that the ac external interface 140 is provided outside the vehicle. The ac external interface 140 includes: the first communication interface L1, the second communication interface L2, the third communication interface L3 and the fourth communication interface N1.

The first alternating current interface L1 is led out through the first phase line, the second alternating current interface L2 is led out through the second phase line, and the third alternating current interface L3 is led out through the third phase line. The external discharge device supplies three-phase alternating current to the vehicle charge and discharge system 10 through the first alternating current interface L1, the second alternating current interface L2, and the third alternating current interface L3. The fourth ac interface N1 is connected to the coil winding 122 of the second motor through the first switch K1 of the vehicle charge and discharge system 10, and when the first switch K1 is closed, the external discharge device supplies single-phase ac power to the vehicle charge and discharge system 10 through the first ac interface L1 and the fourth ac interface N1. The external device may be an ac charging stake or a device storing ac power.

As shown in fig. 3, the vehicle charge-discharge system 10 further includes: a dc external interface 150; the dc external interface 150 includes: direct current positive port dc+ and direct current negative port DC-.

The direct current positive electrode port dc+ is connected to the neutral point of the coil winding 112 of the first motor and the first bus terminal of the first inverter 111, respectively; the direct current negative electrode port DC-is connected to the second bus terminal of the first inverter 111, the second bus terminal of the second inverter 121, and the second bus terminal of the third inverter 131, respectively.

An external discharge device (e.g., a DC charge pile, battery, or other vehicle) provides DC power to the vehicle charge-discharge system 10 through a DC positive port dc+ and a DC negative port DC-.

Optionally, as shown in fig. 3, the vehicle charge-discharge system 10 further includes: a first switch K1, a second switch K2, a third switch K3, a fourth switch K4, a fifth switch K5, and a sixth switch K6.

Optionally, as shown in fig. 2 and 3, the vehicle charge and discharge system 10 further includes: a first full bridge switch 160.

As shown in fig. 3, the first full-bridge switch 160 is composed of two-phase legs, namely, a first leg composed of switching transistors Q19 and Q20 and a second leg composed of switching transistors Q21 and Q22. Two end portions of the two-phase bridge arm are connected to each other to form two bus ends, such as a first bus end a1 and a second bus end b1 shown in fig. 3. On the bridge arm formed by Q19 and Q20, the connection part between the switching tubes Q19 and Q20 is a center point c11. On the bridge arm formed by Q21 and Q22, the connection part between the switching tubes Q21 and Q22 is a center point c12.

The vehicle charge and discharge system 10 further includes: transformer T80 and boost DC module 170.

The first bus terminal a1 of the first full-bridge switch 160 is connected to the first bus terminal of the first inverter 111, the first bus terminal of the second inverter 121, and the first terminal of the boost DC module 170, and the second bus terminal b1 of the first full-bridge switch 160 is connected to the second bus terminal of the third inverter 131 and the second terminal of the boost DC module 170, respectively.

Two ports on the first side of the transformer T80 are respectively connected to the center points of the two bridge arms of the first full-bridge switch 160, and the second side of the transformer T80 is connected to the third terminal of the boost DC module 170. As shown in fig. 3, the center point c11 of the first leg of the first full-bridge switch 160, and the center point c12 of the second leg of the first full-bridge switch 160.

Optionally, as shown in fig. 3, the boost DC module 170 includes: the second full bridge switch 171, the first inductor L100, the second inductor L200, and the first capacitance C1. The first end of the boost DC module 170 is the first junction a2 of the second full-bridge switch 171, the second end of the boost DC module 170 is the second junction b2 of the second full-bridge switch 171, and the third end of the boost DC module 170 is the center point of the two legs of the second full-bridge switch 171, as shown in fig. 3, the center point c22 of the first leg of the second full-bridge switch 171 and the center point c21 of the second leg of the second full-bridge switch 171;

The first bus terminal a2 of the second full-bridge switch 171 is connected to the first bus terminal a1 of the first full-bridge switch 160 through the second switch K2; the second bus terminal b2 of the second full-bridge switch 171 is connected to the second bus terminal b1 of the first full-bridge switch 160 through the third switch K3;

the center point of the first leg C21 of the second full-bridge switch 171 is connected to the first end m of the first capacitor C1 through the first inductor L100, and the center point C22 of the second leg of the second full-bridge switch 171 is connected to the first end m of the first capacitor C1 through the second inductor L200;

the first end m of the first capacitor C1 is connected with the positive electrode end of the battery pack E, and the second end n of the first capacitor C1 is connected with the lower bridge arm of the second full-bridge switch 171 and the negative electrode end of the battery pack E respectively;

the center point C22 of the first leg of the second full-bridge switch 171 and the center point C21 of the second leg of the second full-bridge switch 171 are respectively connected to two ports on the second side of the transformer T80.

The second full-bridge switch 171 is composed of two-phase bridge arms, namely a second bridge arm composed of switching tubes Q23 and Q24 and a first bridge arm composed of switching tubes Q25 and Q26. Two ends of the two-phase bridge arm are connected to each other to form two bus ends, namely a first bus end a2 and a second bus end b2 shown in fig. 3. On the second leg, the junction between switching tubes Q23 and Q24 is the center point c21. On the first leg, the junction between switching tubes Q25 and Q26 is the center point c22.

The first bus terminal a2 of the second full-bridge switch 171 is connected to the first bus terminal a1 of the first full-bridge switch 160; the second bus terminal b2 of the second full-bridge switch 171 is connected to the second bus terminal b1 of the first full-bridge switch 160.

The center point C22 of the first bridge arm (i.e., Q25 and Q26) of the second full-bridge switch 171 is connected to the first end m of the first capacitor C1 through the first inductor L100, and the center point C21 of the second bridge arm (i.e., Q23 and Q24) of the second full-bridge switch 171 is connected to the first end m of the first capacitor C1 through the second inductor L200.

The first end m of the first capacitor C1 is connected to the positive end of the battery pack E, and the second end n of the first capacitor C1 is connected to the lower bridge arm of the second full bridge switch 171 and the negative end of the battery pack E, respectively.

Optionally, in order to ensure the safety of electricity, the embodiment performs electrical isolation through a transformer. With continued reference to fig. 3, the system further includes: a transformer T80; two ports on the first side of the transformer T80 are respectively connected with the center points of the two bridge arms of the first full-bridge switch 160, that is, one port on the first side of the transformer T80 is connected with the center point C11 of the first bridge arm of the first full-bridge switch 160, and the other port on the first side of the transformer T80 is connected with the center point C12 of the second bridge arm of the first full-bridge switch 160. Two ports on the second side of the transformer T80 are respectively connected to the center points of the two bridge arms of the second full-bridge switch 421. As shown in fig. 3, one port of the second side of the inverter T80 is connected to the first arm center point C21 of the second full-bridge switch 171, and one port of the second side of the inverter T80 is connected to the second arm center point C22 of the second full-bridge switch 171.

Alternatively, the transformer T80 may be used for electrical isolation during charging and discharging through the ac external interface.

In the present embodiment, the high-frequency ac power input from the first full-bridge switch 160 enters the second full-bridge switch 171 through the transformer T80 to be converted into dc power. The DC and AC of the battery pack are electrically isolated through the transformer T80, so that the safety of charge and discharge is ensured.

Optionally, as shown in fig. 3, the vehicle charging and discharging system 10 further includes: a fifth switch k5 and a sixth switch k6.

The center point c11 of the first bridge arm of the first full-bridge switch 160 is connected to one port of the second side of the transformer T80 through the fifth switch k 5; the center point c21 of the second leg of the second full-bridge switch 171 is connected to another port of the second side of the transformer T80 through the sixth switch k6. Whether the current passes through the transformer T80 is controlled by the fifth and sixth switches k5 and k6.

Optionally, referring to fig. 3, the vehicle charging and discharging system 10 further includes: an in-vehicle discharge port 180 and a third inductor L300; the in-vehicle discharge port 180 includes: a first in-vehicle discharge port L4 and a second in-vehicle discharge port N2;

the first in-vehicle discharge port L4 is connected to the center point of one of the legs of the first full-bridge switch 160 through the third inductor L300, for example, as shown in fig. 3, and the third inductor L300 is connected to the center point c11 of the first leg of the first full-bridge switch 160. The second in-vehicle discharge port N2 is connected to a center point of the other arm of the first full-bridge switch 160. For example, as shown in fig. 3, the second in-vehicle discharge port N2 is connected to the center point c12 of the second arm of the first full-bridge switch 160.

The in-vehicle discharge port 300 is disposed in the vehicle for in-vehicle discharge, and the in-vehicle discharge port 300 may be understood as a socket, for example, the in-vehicle discharge port 300 may be a two-hole socket, a three-hole socket, or the like. The in-vehicle discharge port 300 may supply alternating current to in-vehicle equipment connected to the in-vehicle discharge port 300. The in-vehicle device may be an ac device, for example, the in-vehicle device may be a notebook computer, an electric cooker, or the like.

Optionally, when the second switch k2 and the third switch k3 are closed, and the fifth switch k5 and the sixth switch k6 are turned off, the current of the battery pack E flows from the positive terminal, and flows through the boost DC module 170, the upper bridge arm of one bridge arm of the first full-bridge switch 160, the in-vehicle discharge port 180, and the lower bridge arm of the other bridge arm of the first full-bridge switch 160 sequentially, and returns to the negative terminal of the battery pack E, so as to form an in-vehicle ac discharge circuit.

Optionally, the vehicle charging and discharging system 10 further includes: a first switch k1, a fourth switch k4 and a neutral line,

the neutral line is connected with the neutral point of the coil winding 122 of the second motor through the first switch k 1; the fourth switch k4 is disposed between the direct current positive electrode port dc+ and the first bus terminal of the first inverter 111.

Optionally, the vehicle charging and discharging system 10 further includes: a controller (not shown in fig. 3).

The controller can control the on-off of the switch and the inverter when the system is in different working modes, so as to control the system to charge and discharge in different modes. In the first operation mode of the vehicle charging/discharging system, the first operation mode is a single-phase ac charging mode, and as shown in fig. 4, the controller is connected to the first switch k1, the second switch k2, the third switch k3, the fourth switch k4, the fifth switch k5, and the sixth switch k6, respectively. Alternatively, the switch may be a switching relay.

The controller is configured to control the first switch k1, the fifth switch k5, and the sixth switch k6 to be closed, and control the second switch k2, the third switch k3, and the fourth switch k4 to be opened when the system is in the first operation mode, so as to implement single-phase ac charging. Wherein the fourth switch K4 is opened, which is not shown in fig. 4.

Under the first working mode, single-phase alternating current flows in through an interface corresponding to one of the first phase line and the N line, and the current sequentially flows in through a coil winding connected with one of the phase lines, an inverter corresponding to one of the phase lines, an upper bridge arm of one of the bridge arms of the first full-bridge switch, one port of a first side of the transformer, one port of a second side of the transformer and the first inductor, then flows in an anode end of the battery pack, flows out from a cathode end of the battery pack, and sequentially passes through a coil winding connected with one of the lower bridge arms of the second full-bridge switch, the other port of the second side of the transformer, the other port of the first side of the transformer, the lower bridge arm of the other bridge arm of the first full-bridge switch and the other phase line to form a single-phase alternating current charging loop.

When the external device (for example, a charging pile) provides single-phase alternating current, the charging pile is connected with the first alternating current interface L1 and the fourth alternating current interface N1. When the charging pile charges the battery pack through the vehicle charging and discharging system, alternating current of the charging pile flows into the first motor 110 through the first alternating current interface L1, and the first motor 110 rectifies the alternating current into direct current. The direct current flowing out of the first electric control motor 210 flows into the first full-bridge switch 160, and the direct current is inverted into alternating current through the first full-bridge switch 160. Alternating current flows into a first side (in this scenario, the primary side) of the transformer T80, and the alternating current passes through a second side (in this scenario, the secondary side) of the transformer T80. For convenience of description, a port connected to the sixth switch K6 among the two ports of the second side of the transformer T80 is referred to as an upper end, and the other port is referred to as a lower end. The current direction of the alternating current is periodically changed, and the direct current is stored in the battery pack E, and the current directly supplied to the battery pack E should be the direct current, so the boost DC module 170 needs to rectify the alternating current into the direct current, and directly charge the battery pack E through the first capacitor C1 in the boost DC module 170. The current entering the positive electrode of the battery pack E is positive, so that the first terminal m of the first capacitor C1 connected to the positive electrode of the battery pack E should flow out of the positive current, and the second terminal n of the first capacitor C1 should flow into the negative current.

As shown in fig. 5, when the upper end of the second side of the input transformer T80 is positive, the controller controls the switching tube Q24 of the second full-bridge switch 171 to be turned on, and controls the rest of the switching tubes of the second full-bridge switch 171 to be turned on. Positive current flowing from the upper end of the transformer T80 flows through the first inductor L100, one path through the first end m of the first capacitor C1 into the first capacitor C1, and the other path through the second inductor L200 and the switching tube Q24. The first capacitor C1 stores electric energy, and the battery pack E is charged by discharging the first capacitor C1.

As shown in fig. 6, when the lower end of the second side of the input transformer T80 is positive, the controller controls the switching tube Q26 of the second full-bridge switch 171 to be turned on, and controls the rest of the switching tubes of the second full-bridge switch 171 to be turned on. Positive current flowing from the lower end of the transformer T80 flows through the second inductor L200, one path through the first end m of the first capacitor C1 into the first capacitor C1, and the other path through the first inductor L100 and the switching tube Q26. The first capacitor C1 stores electric energy, and the battery pack E is charged by discharging the first capacitor C1.

When the in-vehicle alternating current discharge is performed on the basis of fig. 3, the controller controls the second switch K2 and the third switch K3 to be closed, and controls the first switch K1, the fourth switch K4, the fifth switch K5 and the sixth switch K6 to be closed, the direct current stored in the battery pack flows out through the boost DC module 170, and the direct current is inverted into the alternating current through the first full-bridge switch 160, so that the alternating current is provided for the in-vehicle devices connected with the in-vehicle discharge port 180.

The controller controls the switching transistors Q19 and Q22 of the first full-bridge switch 160 to be turned on as shown in fig. 7 by inverting the direct current into the alternating current, and the positive current sequentially passes through the switching transistor Q19, the third inductor L300, the L end of the in-vehicle discharge port 180, the N end of the in-vehicle discharge port 180, and the switching transistor Q22. As shown in fig. 8, to supply current in the other direction to the in-vehicle discharge port 180, the controller controls the switching transistors Q21 and Q20 to be turned on, and the positive current sequentially passes through the switching transistor Q21, the N2 port of the in-vehicle discharge port 180, the L4 port of the in-vehicle discharge port 180, the third inductor L300, and the switching transistor Q20.

Alternatively, the first ac interface L1 and the fourth ac interface N1 may be connected to an external device, for example, the external device may be another vehicle that needs to be charged. The single-phase alternating current is released through the first alternating current interface L1 and the fourth alternating current interface N1 to be used by equipment outside the automobile and inside the automobile. When the charging voltage of the in-vehicle device outside the vehicle is higher than the discharging voltage of the battery pack E, the voltage is raised by the first motor 110 and the second motor 120 and then is transferred to the first ac interface L1 and the fourth ac interface N1. Alternatively, when the charge voltage of the in-vehicle device outside the vehicle is lower than the discharge voltage of the battery pack E, the voltage is reduced by the first motor 110 and the second motor 120 and then transmitted to the first ac interface L1 and the fourth ac interface N1.

Alternatively, the ac external interface 140 may be a bi-directional interface, i.e., the external device may charge a battery pack in the vehicle through the ac external interface, and the battery pack may also discharge through the external interface 140. Therefore, in the present embodiment, the battery pack E may also be charged by connecting the first ac interface L1 and the fourth ac interface N1 to other vehicles.

The controller is further configured to control the fifth switch k5 and the sixth switch k6 to be closed and control the first switch k1, the second switch k2, the third switch k3 and the fourth switch k4 to be opened when the system is in the second working mode, so as to realize three-phase alternating current charging.

In the second working mode, three-phase alternating current flows in through interfaces corresponding to any two phase lines of the first phase line, the second phase line and the third phase line, sequentially flows through coil windings and inverters of corresponding motors, sequentially flows through an upper bridge arm of one bridge arm of the first full-bridge switch, one port of the first side of the transformer, one port of the second side of the transformer and the first inductor, flows into the positive end of the battery pack, flows out from the negative end of the battery pack, sequentially flows through a lower bridge arm of the second full-bridge switch, the other port of the second side of the transformer, the other port of the first side of the transformer and the lower bridge arm of the other bridge arm of the first full-bridge switch, and flows back to coil windings connected by the phase lines except any two phase lines in the three phase lines to form a three-phase alternating current charging loop.

The three-phase ac power may be rectified into dc power by the 3 motors of fig. 3, and the dc power is inverted into ac power by the first full-bridge switch 160, and electrically isolated by the transformer T80 when the power is circulated from the outside of the vehicle. The alternating current is output through the second side of the transformer T80, and the alternating current is rectified to direct current by the boost DC module 170 to charge the battery pack E.

Alternatively, the vehicle external device may be connected to the first ac interface L1, the second ac interface L2, and the third ac interface L3, for example, the vehicle external device may be another vehicle.

When the in-vehicle discharge port and the external interface (which can be an alternating current external interface or a direct current external interface) are required to discharge, the sum of the discharge power of the in-vehicle discharge port and the discharge power of the out-vehicle discharge port does not exceed the maximum discharge power of the battery pack. When the sum of the discharge power of the in-vehicle discharge port and the discharge power of the out-vehicle discharge port is larger than the maximum discharge power of the battery pack, and the discharge power of the in-vehicle discharge port and the discharge power of the out-vehicle discharge port are smaller than the maximum discharge power of the battery pack, a smaller power is selected from the discharge power of the in-vehicle discharge port and the discharge power of the out-vehicle discharge port for supplying power, for example, the discharge power of the in-vehicle discharge port is smaller than the discharge power of the out-vehicle discharge port, and the power supply is provided for the in-vehicle discharge port.

The controller is further configured to control the second switch k2, the third switch k3, and the fourth switch k4 to be closed, and control the first switch k1, the fifth switch k5, and the sixth switch k6 to be opened when the system is in the third working mode, so as to implement direct current charging.

In the third working mode, direct current flows into the positive electrode end of the battery pack through the direct current positive electrode port, and flows back to the direct current negative electrode port from the negative electrode end of the battery pack to form a direct current charging loop.

When the external device supplies direct current, the controller is used for controlling the second switch K2, the third switch K3 and the fourth switch K4 to be closed and controlling the first switch K1, the fifth switch K5 and the sixth switch K6 to be opened in the third working mode so as to realize direct current charging. The third working mode is that a vehicle charging and discharging system is connected with the direct current positive electrode interface DC+ and the direct current negative electrode interface DC-. Direct current flows through the boost DC module 170 through the direct current external interface 150 to charge the battery pack.

Alternatively, the DC positive interface dc+ and the DC negative interface DC-may be connected to an external in-vehicle device, for example, the external in-vehicle device may be another vehicle that needs to be charged. And three-phase alternating current is released through the direct current positive electrode interface DC+ and the direct current negative electrode interface DC-to be used by equipment outside the vehicle and inside the vehicle.

Optionally, as shown in fig. 3, the system further includes: and a second capacitor C2.

One end of the second capacitor C2 is connected to the upper arm of the first inverter 111, the upper arm of the second inverter 121, and the upper arm of the third inverter 131, and the other end of the second capacitor C2 is connected to the lower arm of the first inverter 111, the lower arm of the second inverter 121, and the lower arm of the third inverter 131, respectively.

Optionally, the present application further provides a vehicle including a first motor, a second motor, an air conditioner compressor, and the vehicle charging and discharging system (such as the vehicle charging and discharging system 10 shown in fig. 2 and 3) to which the first motor, the second motor, and the air conditioner compressor are applied.

In order to achieve the foregoing vehicle charging and discharging, the present application further provides a vehicle charging and discharging method applied to the vehicle charging and discharging system 10 shown in fig. 2 and 3, where the method includes: and identifying an access signal of the charging gun, and determining a charging mode according to the access signal, wherein it is understood that when the charging gun is inserted into a charging interface of the vehicle, the charging gun and the vehicle perform information interaction, the vehicle acquires and identifies the access signal of the charging gun, and the charging mode is determined to be a direct-current charging mode, a three-phase alternating-current charging mode or a single-phase alternating-current charging mode according to the access signal. And controlling the vehicle charging and discharging system to charge the battery pack according to the charging mode. And controlling the conduction mode of the switch and the inverter of the vehicle charging and discharging system according to the charging mode, so as to control the vehicle charging and discharging system to charge the battery pack of the vehicle in the charging mode.

The preferred embodiments of the present disclosure have been described in detail above with reference to the accompanying drawings, but the present disclosure is not limited to the specific details of the above embodiments, and various simple modifications may be made to the technical solutions of the present disclosure within the scope of the technical concept of the present disclosure, and all the simple modifications belong to the protection scope of the present disclosure.

In addition, the specific features described in the above embodiments may be combined in any suitable manner without contradiction. The various possible combinations are not described further in this disclosure in order to avoid unnecessary repetition.

Moreover, any combination between the various embodiments of the present disclosure is possible as long as it does not depart from the spirit of the present disclosure, which should also be construed as the disclosure of the present disclosure.

Claims (13)

1. A vehicle charge and discharge system, the system comprising: the first motor and the first inverter, the second motor and the second inverter, the air conditioner compressor and the third inverter;

the first phase line is connected with the neutral point of the coil winding of the first motor, the second phase line is connected with the neutral point of the coil winding of the second motor, and the third phase line is connected with the neutral point of the coil winding of the air-conditioning compressor;

The center point of each phase of the first inverter is correspondingly connected with each phase of coil of the first motor, the center point of each phase of the second inverter is correspondingly connected with each phase of coil of the second motor, and the center point of each phase of the third inverter is correspondingly connected with each phase of coil of the air conditioner compressor;

the first bus end of the first inverter, the first bus end of the second inverter and the first bus end of the third inverter are connected, and the second bus end of the first inverter, the second bus end of the second inverter and the second bus end of the third inverter are connected;

the first inverter is an inverter of the first motor, the second inverter is an inverter of the second motor, and the third inverter is an inverter of the air conditioner compressor.

2. The system of claim 1, wherein the system further comprises: a direct current external interface; the direct current external interface comprises: a direct current positive electrode port and a direct current negative electrode port;

the direct current positive electrode port is respectively connected with a coil winding neutral point of the first motor and a first converging end of the first inverter; the direct current negative electrode port is respectively connected with the second converging end of the first inverter, the second converging end of the second inverter and the second converging end of the third inverter.

3. The system of claim 2, wherein the system further comprises: a first full bridge switch, a transformer and a boost DC module;

the first bus end of the first full-bridge switch is respectively connected with the first bus end of the first inverter, the first bus end of the second inverter and the first end of the boost DC module, and the second bus end of the first full-bridge switch is respectively connected with the second bus end of the third inverter and the second end of the boost DC module;

two ports of the first side of the transformer are respectively connected with the central points of two bridge arms of the first full-bridge switch, and the second side of the transformer is connected with the third end of the boost DC module.

4. A system according to claim 3, wherein the system further comprises: a second switch and a third switch, the boost DC module comprising: a second full bridge switch, a first inductor, a second inductor, and a first capacitance; the first end of the boost DC module is a first confluence end of the second full-bridge switch, the second end of the boost DC module is a second confluence end of the second full-bridge switch, and the third end of the boost DC module is a center point of two bridge arms of the second full-bridge switch;

The first bus end of the second full-bridge switch is connected with the first bus end of the first full-bridge switch through the second switch; the second bus end of the second full-bridge switch is connected with the second bus end of the first full-bridge switch through the third switch;

the center point of a first bridge arm of the second full-bridge switch is connected with the first end of the first capacitor through the first inductor, and the center point of a second bridge arm of the second full-bridge switch is connected with the first end of the first capacitor through the second inductor;

the first end of the first capacitor is connected with the positive electrode end of the battery pack, and the second end of the first capacitor is connected with the lower bridge arm of the second full-bridge switch and the negative electrode end of the battery pack respectively;

and the center point of the first bridge arm of the second full-bridge switch and the center point of the second bridge arm of the second full-bridge switch are respectively connected with two ports of the second side of the transformer.

5. The system of claim 4, wherein the system further comprises: a fifth switch and a sixth switch;

the central point of a first bridge arm of the first full-bridge switch is connected with one port of a second side of the transformer through the fifth switch; and the center point of a second bridge arm of the second full-bridge switch is connected with the other port of the second side of the transformer through the sixth switch.

6. The system of claim 5, wherein the system further comprises: an in-vehicle discharge port and a third inductor; the in-vehicle discharge port includes: a first in-vehicle discharge port and a second in-vehicle discharge port;

the first in-vehicle discharge port is connected with the center point of one bridge arm of the first full-bridge switch through the third inductor, and the second in-vehicle discharge port is connected with the center point of the other bridge arm of the first full-bridge switch.

7. The system of claim 6, wherein the system further comprises a controller configured to control the controller,

when the second switch and the third switch are closed and the fifth switch and the sixth switch are turned off, the current of the battery pack flows out from the positive electrode end, sequentially flows through the boost DC module, the upper bridge arm of one bridge arm of the first full-bridge switch, the in-vehicle discharge port and the lower bridge arm of the other bridge arm of the first full-bridge switch, and returns to the negative electrode end of the battery pack, so that an in-vehicle alternating-current discharge loop is formed.

8. The system of claim 7, wherein the system further comprises: a first switch, a fourth switch and a neutral line,

the neutral line is connected with a coil winding neutral point of the second motor through the first switch; the fourth switch is arranged between the direct-current positive electrode port and the first converging end of the first inverter.

9. The system of claim 8, further comprising: a controller;

the controller is respectively connected with the first switch, the second switch, the third switch, the fourth switch, the fifth switch and the sixth switch;

the controller is used for controlling the first switch, the fifth switch and the sixth switch to be closed and controlling the second switch, the third switch and the fourth switch to be opened when the system is in a first working mode so as to realize single-phase alternating current charging;

the controller is further configured to control the fifth switch and the sixth switch to be turned on and turned off, and control the first switch, the second switch, the third switch and the fourth switch to be turned off when the system is in a second working mode, so as to realize three-phase alternating current charging;

and the controller is also used for controlling the second switch, the third switch and the fourth switch to be closed and controlling the first switch, the fifth switch and the sixth switch to be opened when the system is in a third working mode so as to realize direct current charging.

10. The system of claim 9, wherein the system further comprises a controller configured to control the controller,

In the first working mode, single-phase alternating current flows in through an interface corresponding to one of the first phase line and the N line, and the current sequentially flows in through a coil winding connected with one of the phase lines, an inverter corresponding to one of the phase lines, an upper bridge arm of one of the bridge arms of the first full-bridge switch, one port of the first side of the transformer, one port of the second side of the transformer and the first inductor, then flows in the positive end of the battery pack, flows out from the negative end of the battery pack, and sequentially passes through a coil winding connected with one of the lower bridge arms of the second full-bridge switch, the other port of the second side of the transformer, the other port of the first side of the transformer, the lower bridge arm of the other bridge arm of the first full-bridge switch and the other phase line to form a single-phase alternating current charging loop;

in the second working mode, three-phase alternating current flows in through interfaces corresponding to any two phase lines of a first phase line, a second phase line and a third phase line, sequentially flows through coil windings and an inverter of a corresponding motor, sequentially flows through an upper bridge arm of one bridge arm of the first full-bridge switch, one port of a first side of the transformer, one port of a second side of the transformer and a first inductor, flows into an anode end of a battery pack, flows out from a cathode end of the battery pack, sequentially flows through a lower bridge arm of the second full-bridge switch, the other port of the second side of the transformer, the other port of the first side of the transformer and the lower bridge arm of the other bridge arm of the first full-bridge switch, and flows back to coil windings connected by the phase lines except any two phase lines in the three phase lines to form a three-phase alternating current charging loop;

In the third working mode, direct current flows into the positive electrode end of the battery pack through the direct current positive electrode port, and flows back to the direct current negative electrode port from the negative electrode end of the battery pack to form a direct current charging loop.

11. The system of claim 7, wherein the system further comprises: a second capacitor;

one end of the second capacitor is connected with the upper bridge arm of the first inverter, the upper bridge arm of the second inverter and the upper bridge arm of the third inverter respectively, and the other end of the second capacitor is connected with the lower bridge arm of the first inverter, the lower bridge arm of the second inverter and the lower bridge arm of the third inverter respectively.

12. A vehicle comprising a first motor, a second motor, an air conditioning compressor, and the vehicle charge-discharge system of any one of claims 1-11 employing the first motor, the second motor, and the air conditioning compressor.

13. A vehicle charge-discharge method, characterized by being applied to the vehicle charge-discharge system according to any one of claims 1 to 12, comprising:

identifying an access signal of a charging gun, and determining a charging mode according to the access signal;

And controlling the vehicle charging and discharging system to charge the battery pack according to the charging mode.