CN215590533U - Charging and discharging assembly of electric vehicle - Google Patents

Charging and discharging assembly of electric vehicle Download PDF

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Publication number
CN215590533U
CN215590533U CN202120529725.5U CN202120529725U CN215590533U CN 215590533 U CN215590533 U CN 215590533U CN 202120529725 U CN202120529725 U CN 202120529725U CN 215590533 U CN215590533 U CN 215590533U
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China
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switch
negative
positive
battery
controller
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戴平平
金源
张路路
张传龙
高中涛
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Yadea Technology Group Co Ltd
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Yadea Technology Group Co Ltd
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    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/14—Plug-in electric vehicles

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  • Charge And Discharge Circuits For Batteries Or The Like (AREA)

Abstract

The utility model discloses a charging and discharging assembly of an electric vehicle, which comprises a charger interface and a switch switching unit, wherein the switch switching unit is provided with a first positive end, a second positive end, a first negative end, a second negative end and a signal end; the switch switching unit is configured to control the negative pole and the positive pole of the battery to be connected with the negative pole of the motor through the first negative-going end and the second negative-going end respectively according to a signal output by the charger interface, and to be connected with the positive pole of the motor through the first positive-going end to form a discharging loop; the positive pole and the negative pole of the control battery are respectively connected with the positive pole of the charger interface through the first positive end and the second positive end and connected with the negative pole of the charger interface through the first negative end to form a charging loop. The charging and discharging assembly for the electric vehicle can ensure that the charger interface is not electrified when the electric vehicle normally runs, and can reduce the risk of electric shock of users.

Description

Charging and discharging assembly of electric vehicle
Technical Field
The embodiment of the utility model relates to the technology of electric vehicles, in particular to a charging and discharging assembly of an electric vehicle.
Background
As the driving range of the electric vehicle is continuously increased, the voltage platform of the battery is also continuously increased, the voltage of the voltage platform covers 48V, 60V, 72V and 96V, and due to the increase of the voltage platform of the battery, the safety of the electric vehicle user also needs to pay close attention.
At present, the electric vehicle has the following potential safety hazards: the charging interface of the lead-acid battery electric vehicle is electrified in the driving process or the charging process, and the voltage of the battery voltage platform exceeds the 36V safe voltage specified by the national standard, so that safety risks such as electric shock, short circuit and fire of personnel exist. Secondly, the lead-acid battery electric vehicle only has total pressure detection, no temperature and current detection, no over-temperature and over-current protection for the lead-acid battery, and is easy to cause safety problems such as fire, thermal runaway and the like when the lead-acid battery has over-current, over-temperature and other abnormalities.
SUMMERY OF THE UTILITY MODEL
The utility model provides a charging and discharging assembly of an electric vehicle, which aims to achieve the purposes that a charger interface is not electrified when the electric vehicle normally runs and the electric shock risk of users is reduced.
The embodiment of the utility model provides a charging and discharging assembly of an electric vehicle, which comprises a charger interface and a switch switching unit, wherein the switch switching unit is provided with a first positive end, a second positive end, a first negative end, a second negative end and a signal end;
the first positive end is used for being connected with the positive electrode of a battery and the positive electrode of a motor, and the second positive end is used for being connected with the positive electrode of the charger interface;
the first negative end is used for being connected with a negative electrode of the battery and a negative electrode of the charger interface, and the second negative end is used for being connected with a negative electrode of the motor;
the signal end is connected with the charger interface, the switch switching unit is configured to control the negative electrode and the positive electrode of the battery to be respectively connected with the negative electrode of the motor through the first negative end and the second negative end according to a signal output by the charger interface, and the negative electrode and the positive electrode of the battery are connected with the positive electrode of the motor through the first positive end to form a discharge loop; and controlling the positive electrode and the negative electrode of the battery to be respectively connected with the positive electrode of the charger interface through the first positive end and the second positive end and connected with the negative electrode of the charger interface through the first negative end to form a charging loop.
Further, the switch switching unit comprises a controller, a first switch and a second switch;
the controller is configured with the signal end and is connected with the control ends of the first switch and the second switch,
the first switch is connected in series with the first positive end and the second positive end, and the second switch is connected in series with the first negative end and the second negative end.
Furthermore, the device also comprises a pre-charging switch and a first resistor;
the control end of the pre-charging switch is connected with the controller, the first end of the pre-charging switch is connected with the first negative-direction end, and the second end of the pre-charging switch is connected with the second negative-direction end through the first resistor.
Further, the switch switching unit includes a controller, a third switch, a fourth switch, a fifth switch, a second resistor, a third resistor, and a fourth resistor;
the controller is configured with the signal end, the third switch is connected in series with the first negative-going end and the second negative-going end, and a control end of the third switch is connected with the controller;
the control end of the fourth switch is connected with the controller, the first end of the fourth switch is connected with the control end of the fifth switch through the second resistor, the second end of the fourth switch is grounded, the fifth switch is connected in series with the first forward end and the second forward end, the third resistor is connected in parallel with the control end and the second end of the fourth switch, and the fourth resistor is connected in parallel with the control end and the first end of the fifth switch.
The controller is further provided with a current sampling resistor, and a first current sampling end and a second current sampling end;
the first end of the current sampling resistor is respectively connected with the first current sampling end and the negative electrode of the battery, the second end of the current sampling resistor is respectively connected with the second current sampling end and the negative electrode of the charger interface.
The controller is further provided with a thermistor, and the controller is also provided with a first temperature sampling end and a second temperature sampling end;
the thermistor is connected with the first temperature sampling end and the second temperature sampling end and used for detecting the temperature of the battery.
Furthermore, the second switch adopts an NMOS tube.
Furthermore, the pre-charging switch adopts an NMOS tube.
Further, the fourth switch is an NPN triode, and the fifth switch is a PMOS transistor.
Further, the controller also comprises a DCDC unit, and the controller is also provided with a voltage end; the DCDC unit is respectively connected with the voltage end and the positive electrode of the battery.
Compared with the prior art, the utility model has the beneficial effects that: in the electric vehicle charging and discharging assembly provided by the utility model, when a loop in the charging and discharging assembly is switched into a discharging loop through the switch switching unit, the charger interface is not connected with devices such as a battery or a motor, and the charger interface is suspended, so that the charger interface is not electrified when the electric vehicle runs normally, and the risk of electric shock of users can be reduced.
Drawings
FIG. 1 is a schematic structural view of a charge/discharge assembly in an example;
FIG. 2 is a schematic structural diagram of a switching unit in an embodiment;
FIG. 3 is a schematic diagram of another switch switching unit in the embodiment;
FIG. 4 is a schematic structural diagram of a charge/discharge assembly according to still another embodiment;
fig. 5 is a schematic structural diagram of another charge and discharge assembly in the embodiment.
Detailed Description
The present invention will be described in further detail with reference to the accompanying drawings and examples. It is to be understood that the specific embodiments described herein are merely illustrative of the utility model and are not limiting of the utility model. It should be further noted that, for the convenience of description, only some of the structures related to the present invention are shown in the drawings, not all of the structures.
Fig. 1 is a schematic structural diagram of a charging and discharging assembly in an embodiment, referring to fig. 1, the charging and discharging assembly of an electric vehicle includes a charger interface 1 and a switch switching unit 2, and the switch switching unit 2 is configured with a first positive end D1+, a second positive end D2+, a first negative end D1-, a second negative end D2-, and a signal end CS.
The first positive end D1+ is used for being connected with a positive electrode B + of the battery U1 and a positive electrode P + of the motor U2, and the second positive end D2+ is used for being connected with a positive electrode C + of the charger interface 1; the first negative end D1-is used for being connected with the negative pole B-of the battery U1 and the negative pole C-of the charger interface 1, and the second negative end D2-is used for being connected with the negative pole P-of the motor U2. The signal terminal CS is connected to the charger interface 1.
The switch switching unit 2 is configured to control a negative electrode B-of the battery U1 to be connected with a negative electrode of the motor P-through a first negative end D1-and a second negative end D2-according to a signal output by the charger interface 1, and a positive electrode B + of the battery U1 to be connected with a positive electrode P + of the motor U2 through a first positive end D1+ to form a discharging loop.
The positive electrode B + of the control battery U1 is connected with the positive electrode C + of the charger interface 1 through the first positive end D1+ and the second positive end D2+, and the negative electrode B-of the battery U1 is connected with the negative electrode C-of the charger interface 1 through the first negative end D1-, so that a charging loop is formed.
For example, in this embodiment, the signal terminal CS is floating when the charger interface 1 is not connected to the charger, and the signal terminal CS is low when the charger interface 1 is connected to the charger.
In the present embodiment, a controller and a switch device such as a switch, a switch matrix chip, a relay, and a relay matrix are disposed in the switch switching unit 2, and the controller forms a charging loop or a discharging loop through the switch device according to the state of the signal terminal CS.
In this embodiment, when switching the return circuit in the charge-discharge assembly into the discharge return circuit through the switch switching unit, the charger interface is not connected with devices such as battery or motor, and the charger interface is unsettled, therefore the charger interface is uncharged when the electric motor car normally travels, can reduce the risk that the user electrocutes.
Fig. 2 is a schematic structural diagram of a switch switching unit in an embodiment, and referring to fig. 2, the switch switching unit may include a controller U3, a first switch K1, and a second switch K2.
The controller U3 is configured with a signal terminal CS, and the controller U3 is connected with the control terminals of the first switch K1 and the second switch K2. The first switch K1 is connected in series with the first positive terminal D1+, the second positive terminal D2+, and the second switch K2 is connected in series with the first negative terminal D1-, and the second negative terminal D2-.
Specifically, referring to fig. 1 and 2, when the charger interface 1 is not connected to the charger and the signal terminal CS is empty, the controller U3 controls the first switch K1 to be open and the second switch K2 to be closed. At the moment, the positive pole B + of the battery U1 is directly connected to the positive pole P + of the motor U2, and the negative pole B-of the battery U1 is connected with the negative pole P-of the motor U2 through the second switch K2, so that a discharging loop is formed, and the battery U1 is guaranteed to supply power to the motor U2.
When the charger interface 1 is connected to a charger and the signal terminal CS is set low, the controller controls the first switch to be closed and the second switch K2 to be opened. At this time, the positive pole B + of the battery U1 is connected to the positive pole C + of the charger interface 1 through the first switch K1, and the negative pole B-of the battery U1 is directly connected to the negative pole C-of the charger interface 1, so as to form a charging loop, and the charger charges the battery U1.
Fig. 3 is a schematic diagram of another switch-switching unit structure in an embodiment, and referring to fig. 3, the switch-switching unit further includes a precharge switch S1 and a first resistor R10 based on the switch-switching unit structure shown in fig. 2.
A control terminal of the precharge switch S1 is coupled to the controller U3, a first terminal of the precharge switch S1 is coupled to a first negative terminal D1-, and a second terminal of the precharge switch S1 is coupled to a second negative terminal D2-via a first resistor R10.
For example, in fig. 3, the second switch K2 may be an NMOS transistor, and the precharge switch S1 may be an NMOS transistor.
Referring to fig. 1 and 3, when the charger interface 1 is not connected to the charger and the signal terminal CS is empty, the controller U3 first controls the first switch K1 to be open, the second switch K2 to be open, and the pre-charge switch S1 to be closed. The positive pole B + of the battery U1 is directly connected to the positive pole P + of the motor U2, the negative pole B-of the battery U1 is connected with the negative pole P-of the motor U2 through the pre-charging switch S1, at the moment, under the current limiting effect of the first resistor R10, the battery U1 charges a capacitor in the motor U2 through small current, after a certain time, the controller U3 controls the second switch K2 to be closed and the pre-charging switch S1 to be opened to form a discharging loop, and normal power supply of the battery U1 to the motor U2 is guaranteed.
In fig. 3, by configuring the pre-charge switch S1 and the first resistor R10, the capacitor in the motor U2 is pre-charged first before the discharge loop is formed, so that the problem that the second switch K2 is directly closed when the capacitor in the motor U2 is not charged, which causes a large current in the discharge loop to damage the second switch K2, can be avoided.
Fig. 4 is a schematic structural diagram of another charge and discharge assembly in the embodiment, and referring to fig. 4, the switch switching unit includes a controller U3, a third switch Q1, a fourth switch Q4, a fifth switch Q3, a second resistor R5, a third resistor R6, and a fourth resistor R4.
The controller U3 is provided with a signal terminal CS, the third switch Q1 is connected in series with a first negative terminal D1-, a second negative terminal D2-, and the control terminal of the third switch Q1 is connected with the EN1 terminal of the controller U3, and in addition, the control terminal of the third switch Q1 is also connected with the ground through a resistor R2.
A control terminal of the fourth switch Q4 is connected to an EN3 terminal of the controller U3, a first terminal of the fourth switch Q4 is connected to a control terminal of the fifth switch Q3 through a second resistor R5, a second terminal of the fourth switch Q4 is grounded, and the fifth switch Q3 is connected in series to a first positive terminal D1+ and a second positive terminal D2 +. The third resistor R6 is connected in parallel to the control end and the second end of the fourth switch Q4, and the fourth resistor R4 is connected in parallel to the control end and the first end of the fifth switch Q3.
Referring to fig. 4, the third switch Q1 employs an NMOS transistor, the fourth switch Q4 employs an NPN transistor, and the fifth switch Q3 employs a PMOS transistor.
For example, in the scheme shown in fig. 4, the fifth switch Q3 is configured to be connected in series to the first positive terminal D1+ and the second positive terminal D2+, and the controller U3 controls the fifth switch Q3 to be turned on and off through the fourth switch Q4.
Referring to fig. 4, specifically, when the charger interface 1 is not connected to the charger and the signal terminal CS is suspended, the controller U3 controls the fourth switch Q4 to be turned off, so that the fifth switch Q3 is turned off, and the positive electrode B + of the battery U1 is directly connected to the positive electrode P + of the motor U2; the controller U3 controls the third switch Q1 to be switched on, and the negative pole B-of the battery U1 is connected with the negative pole P-of the motor U2 through the third switch Q1 to form a discharging loop, so that the battery U1 is ensured to supply power to the motor U2.
When the charger interface 1 is connected with a charger, and the signal end CS is low, the controller U3 controls the fourth switch Q4 to be switched on, when the fourth switch Q4 is switched on, a potential difference is formed between the grid electrode and the source electrode of the fifth switch Q3, the fifth switch Q3 is switched on, and the positive electrode B + of the battery U1 is connected to the positive electrode C + of the charger interface 1 through the fifth switch Q3; the controller U3 controls the third switch Q1 to open, so that the negative B-of the battery U1 is directly connected to the negative C-of the charger interface 1 to form a charging loop, and the charger charges the battery U1.
For example, in the switch switching unit shown in fig. 4, enable terminals EN1 and EN3 of the controller U3 are used to output a high-level control signal, a PMOS transistor is selected as the fifth switch Q3, a source of the PMOS transistor and a positive electrode B + of the battery U1 are configured, the fourth switch Q4 is configured to drive the fifth switch Q3, when a difference exists between voltages of a gate and a source of the PMOS transistor, the fifth switch Q3 can be guaranteed to be effectively turned on and off, and meanwhile, the design difficulty of the switch switching unit can be reduced to a certain extent.
Fig. 5 is a schematic structural diagram of another charge and discharge assembly in an embodiment, and referring to fig. 5, based on the structure of the switch switching unit shown in fig. 4, the switch switching unit further includes a current sampling resistor Shunt, and the controller U3 is further configured with a first current sampling terminal Shunt-and a second current sampling terminal Shunt +.
The first end of the current sampling resistor Shunt is connected with the first current sampling end Shunt-, the negative electrode B-of the battery U1, the second end of the current sampling resistor Shunt is connected with the second current sampling end Shunt +, and the negative electrode C-of the charger interface 1.
The controller U3 is further provided with a first temperature sampling end and a second temperature sampling end, the thermistor is connected with the first temperature sampling end Temp1 and the second temperature sampling end Temp2, and the thermistor is used for detecting the temperature of the battery U1.
The battery controller further comprises a DCDC unit, the controller U3 is further provided with a voltage end VCC, and the DCDC unit is connected with the voltage end VCC and a positive electrode B + of the battery U1.
The device also comprises a sixth switch Q2 and a resistor R1. The first end of a sixth switch Q2 is connected with the negative pole B-of a battery U1, the second end of a sixth switch Q2 is connected with the negative pole P-of a motor U2 through a resistor R1, the control end of the sixth switch Q2 is connected with the end EN2 of a controller U3, and the control end of the sixth switch Q2 is grounded through a resistor R3.
Optionally, the controller U3 may further be configured with a voltage detection end, the voltage detection end is connected to the positive electrode B + of the battery U1, and the voltage detection end is used to collect the real-time voltage of the battery U1.
Illustratively, the current sampling resistor Shunt is connected in series in the discharge circuit, and when the discharge circuit is connected, the controller U3 collects the voltage division value of the current sampling resistor Shunt through the first current sampling terminal Shunt-and the second current sampling terminal Shunt + to further calculate the current value in the discharge circuit.
Illustratively, the signal terminal CS of the controller U3 is connected to the charger interface 1, and the signal terminal CS is also connected to the voltage terminal VCC through a resistor R7. When the charger interface 1 is not connected with the charger, the signal end CS is suspended at one side of the charger interface 1, and at this time, since the voltage end VCC side is at a high level, the controller U3 detects that the signal end CS is at a high level, and the controller U3 controls the discharge loop to be conducted; when the charger interface 1 is connected to a charger, the resistor R7 pulls the voltage on the VCC side low, the controller U3 detects that the signal terminal CS is at a low level, and the controller U3 controls the charging loop to be turned on.
Illustratively, the battery U1 may also provide power to the controller U3 via the DCDC unit, allowing the controller U3 to operate properly.
For example, in the switch switching unit shown in fig. 5, the operation, working mode and beneficial effect of the sixth switch Q2 are the same as those of the precharge switch S1 in fig. 3, and are not described again.
Optionally, on the basis of the switch switching unit structure shown in fig. 5, a charging and discharging protection strategy may be configured in the controller U3, so as to ensure that power-off protection (overcurrent protection, overvoltage protection, undervoltage protection, and overheat protection) can be achieved when a relevant fault occurs in the discharging and charging processes, and prevent the battery U1 from being ignited and exploded due to too high current, too high voltage, too low voltage, and too high temperature in the charging and discharging processes, thereby causing safety risks such as vehicle ignition.
Specifically, the controller U3 may acquire a voltage value, a current value, and a temperature value of the battery U1 in real time during the operation of the electric vehicle, and control the third switch Q1, the fourth switch Q4, the fifth switch Q3, and the sixth switch Q2 to be turned off when the acquired values satisfy the set charging and discharging protection conditions, so as to protect the battery U1.
Based on the electric motor car charge-discharge subassembly structure that fig. 5 shows, can effectively guarantee that non-charging in-process charger interface is uncharged, utilize the universal meter to measure and can not have the voltage status between the positive pole and the negative pole of charger interface, even the charger interface inserts relevant metal device, can not have the short circuit risk yet to guarantee safety risks such as personnel's electric shock, under the condition that the charger inserted the charger interface simultaneously, the signal of charging inserts, can form the return circuit that charges again. In the charging process, the controller can detect the working state of the battery, if the battery is detected to be out of order, the charging or discharging can be stopped, and the driving safety is effectively guaranteed.
It is to be noted that the foregoing is only illustrative of the preferred embodiments of the present invention and the technical principles employed. It will be understood by those skilled in the art that the present invention is not limited to the particular embodiments described herein, but is capable of various obvious changes, rearrangements and substitutions as will now become apparent to those skilled in the art without departing from the scope of the utility model. Therefore, although the present invention has been described in greater detail by the above embodiments, the present invention is not limited to the above embodiments, and may include other equivalent embodiments without departing from the spirit of the present invention, and the scope of the present invention is determined by the scope of the appended claims.

Claims (10)

1. An electric vehicle charging and discharging assembly is characterized by comprising a charger interface and a switch switching unit, wherein the switch switching unit is provided with a first positive end, a second positive end, a first negative end, a second negative end and a signal end;
the first positive end is used for being connected with the positive electrode of a battery and the positive electrode of a motor, and the second positive end is used for being connected with the positive electrode of the charger interface;
the first negative end is used for being connected with a negative electrode of the battery and a negative electrode of the charger interface, and the second negative end is used for being connected with a negative electrode of the motor;
the signal end is connected with the charger interface, the switch switching unit is configured to control the negative electrode of the battery to be connected with the negative electrode of the motor through the first negative end and the second negative end according to a signal output by the charger interface, and the positive electrode of the battery is connected with the positive electrode of the motor through the first positive end to form a discharge loop; and controlling the positive pole of the battery to be connected with the positive pole of the charger interface through the first positive end and the second positive end, and controlling the negative pole of the battery to be connected with the negative pole of the charger interface through the first negative end to form a charging loop.
2. The electric vehicle charging and discharging assembly of claim 1, wherein the switch switching unit comprises a controller, a first switch, a second switch;
the controller is configured with the signal end and is connected with the control ends of the first switch and the second switch,
the first switch is connected in series with the first positive end and the second positive end, and the second switch is connected in series with the first negative end and the second negative end.
3. The electric vehicle charging and discharging assembly of claim 2, further comprising a pre-charging switch and a first resistor;
the control end of the pre-charging switch is connected with the controller, the first end of the pre-charging switch is connected with the first negative-direction end, and the second end of the pre-charging switch is connected with the second negative-direction end through the first resistor.
4. The electric vehicle charging and discharging assembly of claim 1, wherein the switch switching unit comprises a controller, a third switch, a fourth switch, a fifth switch, a second resistor, a third resistor, and a fourth resistor;
the controller is configured with the signal end, the third switch is connected in series with the first negative-going end and the second negative-going end, and a control end of the third switch is connected with the controller;
the control end of the fourth switch is connected with the controller, the first end of the fourth switch is connected with the control end of the fifth switch through the second resistor, the second end of the fourth switch is grounded, the fifth switch is connected in series with the first forward end and the second forward end, the third resistor is connected in parallel with the control end and the second end of the fourth switch, and the fourth resistor is connected in parallel with the control end and the first end of the fifth switch.
5. The electric vehicle charging and discharging assembly of claim 4, further comprising a current sampling resistor, wherein the controller is further configured with a first current sampling terminal and a second current sampling terminal;
the first end of the current sampling resistor is respectively connected with the first current sampling end and the negative electrode of the battery, the second end of the current sampling resistor is respectively connected with the second current sampling end and the negative electrode of the charger interface.
6. The electric vehicle charging and discharging assembly of claim 4, further comprising a thermistor, wherein the controller is further configured with a first temperature sampling terminal and a second temperature sampling terminal;
the thermistor is connected with the first temperature sampling end and the second temperature sampling end and used for detecting the temperature of the battery.
7. The electric vehicle charging and discharging assembly of claim 2, wherein the second switch is an NMOS transistor.
8. The electric vehicle charging and discharging assembly of claim 3, wherein the pre-charging switch is an NMOS transistor.
9. The electric vehicle charging and discharging assembly as claimed in claim 4, wherein the fourth switch is an NPN transistor, and the fifth switch is a PMOS transistor.
10. The electric vehicle charging and discharging assembly of claim 2, further comprising a DCDC unit, the controller further configured with a voltage terminal;
the DCDC unit is respectively connected with the voltage end and the positive electrode of the battery.
CN202120529725.5U 2021-03-12 2021-03-12 Charging and discharging assembly of electric vehicle Active CN215590533U (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
CN202120529725.5U CN215590533U (en) 2021-03-12 2021-03-12 Charging and discharging assembly of electric vehicle

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
CN202120529725.5U CN215590533U (en) 2021-03-12 2021-03-12 Charging and discharging assembly of electric vehicle

Publications (1)

Publication Number Publication Date
CN215590533U true CN215590533U (en) 2022-01-21

Family

ID=79869703

Family Applications (1)

Application Number Title Priority Date Filing Date
CN202120529725.5U Active CN215590533U (en) 2021-03-12 2021-03-12 Charging and discharging assembly of electric vehicle

Country Status (1)

Country Link
CN (1) CN215590533U (en)

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