CN216709034U

CN216709034U - Electric automobile and high-voltage system thereof

Info

Publication number: CN216709034U
Application number: CN202123390479.9U
Authority: CN
Inventors: 李想想; 李维诚; 刘文昉; 石雷; 薛鹏辉
Original assignee: BYD Co Ltd
Current assignee: BYD Co Ltd
Priority date: 2021-12-29
Filing date: 2021-12-29
Publication date: 2022-06-10
Anticipated expiration: 2031-12-29

Abstract

The utility model discloses an electric automobile and a high-voltage system thereof, wherein the system comprises: the power battery comprises a first bidirectional DC/AC module, a first switch module, a bidirectional resonance module, a second switch module, a second bidirectional AC/DC module and a PFC module, wherein the direct current end of the first bidirectional DC/AC module is connected with the power battery through the first switch module, and the alternating current end of the first bidirectional DC/AC module is connected with a winding of the motor; the secondary side of the bidirectional resonance module is connected with the first bidirectional DC/AC module or a winding of the motor through a second switch module; the alternating current end of the second bidirectional AC/DC module is connected with the primary side of the bidirectional resonance module; the direct current end of the PFC module is connected with the direct current end of the second bidirectional AC/DC module, the alternating current end of the PFC module is connected with the alternating current interface, and the alternating current interface is connected with the alternating current power supply or the alternating current load. Therefore, the whole vehicle resources can be integrated by multiplexing the whole vehicle part circuit structure, the integration of hardware products is promoted, and the cost and the weight of a hardware circuit are reduced, so that the aims of reducing the cost of the whole vehicle and realizing the light weight of the whole vehicle are fulfilled.

Description

Electric automobile and high-voltage system thereof

Technical Field

The utility model relates to the technical field of electric automobiles, in particular to an electric automobile and a high-voltage system thereof.

Background

Along with electric automobile's rapid development, electric automobile is increasingly extensive to electric spare part's use, each electric spare part has independent circuit structure usually at present, electric automobile keeps apart on-vehicle charge-discharge device structure schematic diagram and the electric automobile bi-motor controller structure schematic diagram that fig. 2 shows as shown in fig. 1 electric automobile commonly used, the independent circuit structure of each electric spare part causes whole car system's circuit structure too complicated easily, be unfavorable for the integration of hardware product, also can improve hardware circuit's cost and weight simultaneously, thereby cause the promotion of whole car cost, and be unfavorable for the design of whole car lightweight.

SUMMERY OF THE UTILITY MODEL

The present invention is directed to solving, at least to some extent, one of the technical problems in the related art. Therefore, a first objective of the present invention is to provide a high voltage system of an electric vehicle, which can integrate vehicle resources by multiplexing vehicle components and circuit structures, promote integration of hardware products, and reduce the cost and weight of hardware circuits, thereby achieving the objectives of reducing vehicle cost and achieving vehicle light weight.

The second purpose of the utility model is to provide an electric automobile.

In order to achieve the above object, a first embodiment of the present invention provides a high voltage system of an electric vehicle, the system including: the power battery comprises a first bidirectional DC/AC module, a first switch module, a bidirectional resonance module, a second switch module, a second bidirectional AC/DC module and a PFC module, wherein the direct current end of the first bidirectional DC/AC module is connected with the power battery through the first switch module, and the alternating current end of the first bidirectional DC/AC module is connected with a winding of the motor; the secondary side of the bidirectional resonance module is connected with the first bidirectional DC/AC module or a winding of the motor through a second switch module; the alternating current end of the second bidirectional AC/DC module is connected with the primary side of the bidirectional resonance module; the direct current end of the PFC module is connected with the direct current end of the second bidirectional AC/DC module, the alternating current end of the PFC module is connected with the alternating current interface, and the alternating current interface is connected with the alternating current power supply or the alternating current load.

According to the high-voltage system of the electric automobile, the direct-current end of the first bidirectional DC/AC module is connected with the power battery through the first switch module, and the alternating-current end of the first bidirectional DC/AC module is connected with the winding of the motor; the secondary side of the bidirectional resonance module is connected with the first bidirectional DC/AC module or a winding of the motor through a second switch module; the alternating current end of the second bidirectional AC/DC module is connected with the primary side of the bidirectional resonance module; the direct current end of the PFC module is connected with the direct current end of the second bidirectional AC/DC module, the alternating current end of the PFC module is connected with the alternating current interface, and the alternating current interface is connected with the alternating current power supply or the alternating current load. Therefore, the whole vehicle resources can be integrated by multiplexing the whole vehicle part circuit structure, the integration of hardware products is promoted, and the cost and the weight of a hardware circuit are reduced, so that the aims of reducing the cost of the whole vehicle and realizing the light weight of the whole vehicle are fulfilled.

According to one embodiment of the utility model, the first bidirectional DC/AC module comprises a first sub bidirectional DC/AC module and a second sub bidirectional DC/AC module, the DC terminals of the first sub bidirectional DC/AC module and the second sub bidirectional DC/AC module are both connected to the power battery via the first switch module, the AC terminal of the first sub bidirectional DC/AC module is connected to the winding of the first electric machine, and the AC terminal of the second sub bidirectional DC/AC module is connected to the winding of the second electric machine.

According to one embodiment of the utility model, one end of the secondary side of the bidirectional resonant module is connected to the midpoint of any one of the bridge arms of the first sub bidirectional DC/AC module, and the other end of the secondary side of the bidirectional resonant module is connected to the midpoint of any one of the bridge arms of the second sub bidirectional DC/AC module through the second switching module.

According to one embodiment of the utility model, one end of the secondary side of the bidirectional resonant module is connected to the winding midpoint of the first motor, and the other end of the secondary side of the bidirectional resonant module is connected to the winding midpoint of the second motor through the second switching module.

According to one embodiment of the utility model, when an alternating current power supply charges a power battery or the power battery supplies power to an alternating current load, the first switch module and the second switch module are in a closed state; when the power battery supplies power to the motor, the first switch module is in a closed state, and the second switch module is in an open state.

According to one embodiment of the utility model, the first bidirectional DC/AC module comprises a third sub bidirectional DC/AC module, the system further comprises a third switching module, and a midpoint of a first leg of the third sub bidirectional DC/AC module is connected to a winding of the electric machine through the third switching module, wherein the first leg is any one leg of the third sub bidirectional DC/AC module.

According to one embodiment of the utility model, one end of the secondary side of the bidirectional resonant module is connected to the midpoint of any one of the bridge arms except the first bridge arm in the third sub bidirectional DC/AC module, and the other end of the secondary side of the bidirectional resonant module is connected to the midpoint of the first bridge arm through the second switching module.

According to one embodiment of the utility model, one end of the secondary side of the bidirectional resonance module is connected with the midpoint of the first bridge arm, and the other end of the secondary side of the bidirectional resonance module is connected with the midpoint of the winding of the motor through the second switching module.

According to one embodiment of the utility model, when the alternating current power supply charges the power battery or the power battery supplies power to the alternating current load, the first switch module and the second switch module are in a closed state, and the third switch module is in an open state; when the power battery supplies power to the motor, the first switch module and the third switch module are both in a closed state, and the second switch module is in an open state.

According to one embodiment of the utility model, the system further comprises: a bidirectional DC/DC module connected between the first switch module and the DC terminal of the first bidirectional DC/AC module.

According to one embodiment of the utility model, the bidirectional DC/DC module is an interleaved parallel type bidirectional boost DC/DC module.

According to one embodiment of the utility model, the bidirectional resonant module is a CLLC resonant module.

According to one embodiment of the utility model, the PFC module includes a second leg, a third leg, a fourth leg, a fifth leg, a first PFC inductance, a second PFC inductance, a third PFC inductance, a first switch, and a second switch, the middle point of the second bridge arm is connected with the first alternating current interface through a first PFC inductor, the middle point of the third bridge arm is connected with the second alternating current interface through a second PFC inductor, the middle point of the fourth bridge arm is connected with the third alternating current interface through a third PFC inductor, the middle point of the fifth bridge arm is connected with the fourth alternating current interface, one end of the first switch is connected between the first PFC inductor and the first alternating current interface, the other end of the first switch is connected between the second PFC inductor and the second alternating current interface, one end of the second switch is connected between the second PFC inductor and the second alternating current interface, and the other end of the second switch is connected between the third PFC inductor and the third alternating current interface.

According to one embodiment of the utility model, when the ac interface is connected to a three-phase ac power source or a three-phase ac load, both the first switch and the second switch are in an off state; when the alternating current interface is connected with a single-phase alternating current power supply or a single-phase alternating current load, the first switch and the second switch are both in a closed state.

In order to achieve the above object, an embodiment of a second aspect of the present invention provides an electric vehicle, including a high voltage system as in the embodiment of the first aspect.

According to the electric automobile provided by the embodiment of the utility model, through the high-voltage system, the whole automobile resources can be integrated by multiplexing the whole automobile part circuit structure, the integration of hardware products is promoted, and the cost and the weight of a hardware circuit are reduced, so that the aims of reducing the cost of the whole automobile and realizing the light weight of the whole automobile are fulfilled.

Additional aspects and advantages of the utility model will be set forth in part in the description which follows and, in part, will be obvious from the description, or may be learned by practice of the utility model.

Drawings

FIG. 1 is a schematic structural view of an electric vehicle isolation vehicle-mounted charging and discharging device;

FIG. 2 is a schematic structural diagram of a dual-motor controller of an electric vehicle;

fig. 3 is a schematic structural diagram of a high-voltage system of an electric vehicle according to a first embodiment of the present invention;

fig. 4 is a schematic structural diagram of a high voltage system of an electric vehicle according to a second embodiment of the present invention;

fig. 5 is a schematic structural diagram of a high-voltage system of an electric vehicle according to a third embodiment of the utility model;

fig. 6 is a schematic diagram illustrating a flow of a charging current of a high-voltage system of an electric vehicle according to a third embodiment of the utility model;

fig. 7 is a schematic diagram illustrating a discharge current flow of a high-voltage system of an electric vehicle according to a third embodiment of the utility model;

fig. 8 is a schematic structural diagram of a high-voltage system of an electric vehicle according to a fourth embodiment of the utility model;

fig. 9 is a schematic structural diagram of an equivalent circuit of a high-voltage system of an electric vehicle according to a fourth embodiment of the utility model;

fig. 10 is a schematic structural view of a high voltage system of an electric vehicle according to a fifth embodiment of the present invention;

fig. 11 is a schematic diagram of energy storage of a high-voltage system motor winding of an electric vehicle according to a fifth embodiment of the utility model;

fig. 12 is a schematic diagram of the discharge of the motor winding of the high-voltage system of the electric vehicle according to the fifth embodiment of the utility model;

fig. 13 is a schematic structural view of a high-voltage system of an electric vehicle according to a sixth embodiment of the utility model;

fig. 14 is a schematic structural view of a high-voltage system of an electric vehicle according to a seventh embodiment of the utility model;

fig. 15 is a schematic structural view of a high-voltage system of an electric vehicle according to an eighth embodiment of the utility model;

fig. 16 is a schematic structural diagram of a high-voltage system of an electric vehicle according to a ninth embodiment of the utility model;

fig. 17 is a schematic structural view of a high-voltage system of an electric vehicle according to a tenth embodiment of the utility model;

fig. 18 is a schematic structural view of a high-voltage system of an electric vehicle according to an eleventh embodiment of the utility model;

fig. 19 is a schematic structural diagram of a high-voltage system of an electric vehicle according to a twelfth embodiment of the utility model;

fig. 20 is a schematic structural diagram of a high-voltage system of an electric vehicle according to a thirteenth embodiment of the utility model;

fig. 21 is a schematic structural view of a high-voltage system of an electric vehicle according to a fourteenth embodiment of the utility model;

fig. 22 is a schematic structural diagram of a PFC module of a high-voltage system of an electric vehicle according to an embodiment of the present invention;

fig. 23 is a schematic structural diagram of an electric vehicle according to an embodiment of the present invention.

Detailed Description

Reference will now be made in detail to embodiments of the present invention, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to the same or similar elements or elements having the same or similar function throughout. The embodiments described below with reference to the drawings are illustrative and intended to be illustrative of the utility model and are not to be construed as limiting the utility model.

An electric vehicle and a high voltage system thereof according to an embodiment of the present invention will be described with reference to the accompanying drawings.

Fig. 3 is a schematic structural diagram of a high-voltage system of an electric vehicle according to a first embodiment of the present invention, and referring to fig. 3, the high-voltage system 100 of the electric vehicle includes: a first bidirectional DC/AC module 10, a first switching module 20, a bidirectional resonant module 30, a second switching module 40, a second bidirectional AC/DC module 50, and a PFC module 60.

Wherein, the direct current end of the first bidirectional DC/AC module 10 is connected to the power battery 70 through the first switch module 20, and the alternating current end of the first bidirectional DC/AC module 10 is connected to the winding of the motor; the secondary side of the bidirectional resonant module 30 is connected to the first bidirectional DC/AC module 10 or the winding of the motor via a second switching module 40; the AC terminal of the second bidirectional AC/DC module 50 is connected to the primary side of the bidirectional resonant module 30; the DC terminal of the PFC module 60 is connected to the DC terminal of the second bi-directional AC/DC module 50, the AC terminal of the PFC module 60 is connected to an AC interface, and the AC interface is connected to an AC power source or an AC load.

It should be noted that, as shown in fig. 3, connecting the dashed box containing the first bidirectional DC/AC module 10 and the motor to the secondary side of the bidirectional resonant module 30 through the second switch module 40 represents connecting the secondary side of the bidirectional resonant module 30 to the first bidirectional DC/AC module 10 or the winding of the motor through the second switch module 40.

Specifically, when the secondary side of the bidirectional resonant module 30 is connected to the first bidirectional DC/AC module 10 through the second switch module 40, if the first switch module 20 and the second switch module 40 are both closed, an ac power source may be connected via an ac interface to charge the power battery 70 or an external load may be connected via an ac interface to discharge the power battery 70, while the first bi-directional DC/AC module 10 is used to implement bi-directional DC/AC functions, when the power battery 70 is charged, the ac power is connected to the PFC module 60 through the ac interface, thereby converting the alternating current into direct current and converting the direct current into high-frequency alternating power through the second bidirectional AC/DC module 50, the high-frequency alternating power being transmitted to the first bidirectional DC/AC module through the bidirectional resonance module 30 and being converted back into direct current to charge the power battery 70; when the power battery 70 discharges to the outside, the direct current output from the power battery 70 is converted into alternating current by the first bidirectional DC/AC module, and is transmitted to the second bidirectional AC/DC module 50 through the bidirectional resonance module 30, and the alternating current is converted into direct current again, and finally, the input direct current is converted into alternating current again by the PFC module 60 to charge an externally connected alternating current load. If the first switch module 20 is closed and the second switch module 40 is opened, the first bidirectional DC/AC module is used to provide a three-phase AC power supply to the motor, and the DC power output by the power battery 70 is converted into a three-phase AC power required by the motor through the first bidirectional DC/AC module, so as to effectively control the motor.

When the secondary side of the bidirectional resonant module 30 is connected to the motor through the second switch module 40, if the first switch module 20 and the second switch module 40 are both closed, the ac power source may be connected through the ac interface to charge the power battery 70 or an external load may be connected through the ac interface to discharge the power battery 70, the first bi-directional DC/AC module 10 is used to implement the bridgeless PFC function, and when the power battery 70 is charged, the AC power is connected to the PFC module 60 through the AC interface, therefore, alternating current is converted into direct current, the direct current is converted into high-frequency alternating power through the second bidirectional AC/DC module 50, the high-frequency alternating power is transmitted to the first bidirectional DC/AC module through the bidirectional resonance module 30 to be rectified by the bridgeless PFC, the bridgeless PFC rectification has a boosting function, and the range of charging voltage of the power battery 70 can be expanded; when the power battery 70 discharges to the outside, the direct current output from the power battery 70 is converted into alternating current by the first bidirectional DC/AC module, and is transmitted to the second bidirectional AC/DC module 50 through the bidirectional resonance module 30, and the alternating current is converted into direct current again, and finally, the input direct current is converted into alternating current again by the PFC module 60 to charge an externally connected alternating current load. If the first switch module 20 is closed and the second switch module 40 is opened, the first bidirectional DC/AC module is still used to provide a three-phase AC power supply to the motor, and the DC power output by the power battery 70 is converted into a three-phase AC power required by the motor through the first bidirectional DC/AC module, so as to effectively control the motor.

Therefore, the whole vehicle resources can be integrated by multiplexing the whole vehicle part circuit structure, the integration of hardware products is promoted, and the cost and the weight of a hardware circuit are reduced, so that the aims of reducing the cost of the whole vehicle and realizing the light weight of the whole vehicle are fulfilled.

In some embodiments, as shown in fig. 4, the first bidirectional DC/AC module 10 includes a first sub bidirectional DC/AC module 11 and a second sub bidirectional DC/AC module 12, the DC terminals of the first sub bidirectional DC/AC module 11 and the second sub bidirectional DC/AC module 12 are connected to the power battery 70 through the first switch module 20, the AC terminal of the first sub bidirectional DC/AC module 11 is connected to the winding of the first electric machine, and the AC terminal of the second sub bidirectional DC/AC module 12 is connected to the winding of the second electric machine.

Optionally, one end of the secondary side of the bidirectional resonant module 30 is connected to the middle point of any one of the legs (e.g., Q5/Q6 leg) of the first sub-bidirectional DC/AC module 11, and the other end of the secondary side of the bidirectional resonant module 30 is connected to the middle point of any one of the legs (e.g., Q11/Q12 leg) of the second sub-bidirectional DC/AC module 12 through the second switch module 40.

Optionally, the bidirectional resonant module 30 is a CLLC resonant module.

Specifically, as shown in fig. 4, taking the dual-motor control as an example, two motors are respectively connected to the first sub bidirectional DC/AC module 11 and the second sub bidirectional DC/AC module 12, each of the first sub bidirectional DC/AC module 11 and the second sub bidirectional DC/AC module 12 has 3 arms, wherein three arms of the first sub bidirectional DC/AC module 11 are respectively a Q1/Q2 arm, a Q3/Q4 arm and a Q5/Q6 arm, three arms of the second sub bidirectional DC/AC module 12 are respectively a Q7/Q8 arm, a Q9/Q10 arm and a Q11/Q12 arm, direct current ends of the first sub bidirectional DC/AC module 11 and the second sub bidirectional DC/AC module 12 are respectively connected to the power battery 70 through the first switch module 20, and alternating current ends of the first sub bidirectional DC/AC module 11, namely three arms (Q1/Q2 arm), The midpoints of the Q3/Q4 bridge arm and the Q5/Q6 bridge arm) are respectively connected with three windings of the first motor, and the midpoints of three bridge arms (a Q7/Q8 bridge arm, a Q9/Q10 bridge arm and a Q11/Q12 bridge arm) of the second sub bidirectional DC/AC module 12 are respectively connected with three windings of the second motor.

The bi-directional resonant module 30 is a CLLC resonant module, as shown with continued reference to fig. 4, which generally includes: the transformer T, the first inductor L1, the second inductor L2, the first capacitor C1 and the second capacitor C2, wherein the primary side of the transformer T is connected with the second bidirectional AC/DC module 50 through the second inductor L2 and the second capacitor C2, one end of the secondary side of the transformer T is connected with the midpoint of any one of the first sub-bidirectional DC/AC module 11 through the first inductor L1, for example, the midpoint of the Q5/Q6, or the Q1/Q42 or the midpoint of the Q3/Q4, without specific limitation, only by controlling the corresponding switching tube to work in operation, the other end of the secondary side of the transformer T is connected with the midpoint of any one of the second sub-bidirectional DC/AC module 12 through the first capacitor C1 and the second switching module 40, for example, the Q11/Q12, or the Q7/Q5/Q9/Q5957342, here, again without specific limitation, finally, a new bidirectional DC/AC module is formed by any one of the bridge arms in the first sub bidirectional DC/AC module 11 and any one of the bridge arms in the second sub bidirectional DC/AC module 12, such as the bridge arm Q5/Q6 and the bridge arm Q11/Q12, it should be noted that, in the process of multiplexing the first bidirectional DC/AC module 10, the transformer T can achieve electrical isolation between the high-voltage direct current of the vehicle and the alternating current commercial power in the charging and discharging process, so as to ensure safety of charging and discharging.

In some embodiments, the first switch module and the second switch module are in a closed state when the ac power source charges the power battery or the power battery supplies power to the ac load; when the power battery supplies power to the motor, the first switch module is in a closed state, and the second switch module is in an open state. That is to say, different functions of the high-voltage system of the electric vehicle are realized by controlling the on-off of the first switch module and the second switch module, when the first switch module and the second switch module are in the closed state, the power battery can be charged by the alternating current power supply or the alternating current load can be supplied with power according to the electric energy stored by the power battery, and when the first switch module is in the closed state and the second switch module is in the open state, the alternating current power supply is disconnected from the power battery, and the power battery can only provide power for the motor. It should be noted that the power battery is charged when the electric vehicle is in a stationary state or is discharged to the outside through the power battery, and the electric vehicle is in a driving state and supplies alternating electric energy to the motor of the whole vehicle through controlling the power battery.

Further, as a specific example, fig. 5 is a schematic structural diagram of a high-voltage system of an electric vehicle according to a third embodiment of the present invention, wherein, assuming that the second bidirectional AC/DC module 50 has two legs, i.e., a leg Q13/Q14 and a leg Q15/Q16, and one end of the secondary side of the transformer T is connected to a middle point of the leg Q5/Q6, and the other end of the secondary side of the transformer T is connected to a middle point of the leg Q11/Q12, the legs Q5/Q6 and Q11/Q12 may be equivalent to bidirectional DC/AC modules, a third capacitor C3 is connected in parallel between the second bidirectional AC/DC module 50 and the PFC module 60, and a fourth capacitor C4 is connected in parallel between the first sub-bidirectional DC/AC module 11 and the first switch module 20.

When the electric vehicle is in a stationary state and the power battery 70 needs to be charged, the first switch module 20 and the second switch module 40 are both closed, an alternating current power input by the alternating current interface can be converted into direct current through the PFC module 60, the second bidirectional AC/DC module 50 can convert the direct current into high-frequency alternating current by controlling the periodic on/off of Q13, Q14, Q15 and Q16, the converted high-frequency alternating current is wirelessly transmitted to the Q5/Q6 arm and the Q11/Q12 arm through the inverter T, the high-frequency alternating current can be converted into direct current again by controlling the periodic on/off of Q5, Q6, Q11 and Q12, which is equivalent to performing AC/DC rectification and outputting the generated direct current to the power battery 70, so as to charge the power battery 70, for more clearly showing the charging process of the power battery 70, for example, Q5, Q12, Q13 and Q16 are closed, the current flow direction when charging the power battery 70 is shown in fig. 6, and similarly, the energy flow direction of the other half period is similar to that shown in the figure, and will not be described and illustrated again.

When the electric vehicle is in a static state and the power battery 70 needs to be charged, the first switch module 20 and the second switch module 40 are both closed, the power battery 70 transmits direct current to the bidirectional DC/AC module formed by the Q5/Q6 arm and the Q11/Q12 arm through the first switch module 20, the direct current is inverted into high-frequency alternating current by controlling the Q5, the Q6, the Q11 and the Q12 to be periodically switched on and off, the converted high-frequency alternating current is wirelessly transmitted to the second bidirectional AC/DC module 50 through the inverter T, the high-frequency alternating current is converted into direct current again by controlling the Q13, the Q14, the Q15 and the Q16 to be periodically switched on and off and is converted into alternating current commercial power again through the PFC module 60 to provide power for the alternating current load, so as to realize the external discharge of the power battery 70, for more clearly showing the external discharge process of the power battery 70, for example, the Q5, the Q12, the Q13 and the Q16 are closed, the current flow direction of the power battery 70 during the external discharge is shown in fig. 7, and similarly, the energy flow direction of the other half period is similar to that shown in the figure, and is not described and illustrated again.

When the first switch module 20 is closed and the second switch module 40 is opened, the direct current transmitted by the power battery 70 can be converted into three-phase alternating current and output to the windings in the first motor by periodically controlling Q1, Q2, Q3, Q4, Q5 and Q6 in the first sub bidirectional DC/AC module 11, thereby realizing the control of the first motor, and similarly, the direct current transmitted by the power battery 70 can be converted into three-phase alternating current and output to the windings in the second motor by periodically controlling Q7, Q8, Q9, Q4, Q10 and Q11 in the second sub bidirectional DC/AC module 12, thereby realizing the control of the second motor.

Therefore, the bidirectional DC/AC module can be formed by multiplexing any bridge arm in the first sub bidirectional DC/AC module and any bridge arm in the second sub bidirectional DC/AC module, and the charging and discharging of the power battery and the control of the motor are finally realized by controlling the on-off of the first switch module and the second switch module.

In some embodiments, as shown in fig. 8, one end of the secondary side of the bidirectional resonant module 30 is connected to the winding midpoint of the first motor, and the other end of the secondary side of the bidirectional resonant module 30 is connected to the winding midpoint of the second motor through the second switching module 40.

Specifically, as shown in fig. 8, taking an example that the first sub bidirectional DC/AC module 11 and the second sub bidirectional DC/AC module 12 each have 3 arms and the bidirectional resonant module 30 is a CLLC resonant module as an example, the direct current terminals of the first sub bidirectional DC/AC module 11 and the second sub bidirectional DC/AC module 12 are both connected to the power battery 70 through the first switch module 20, the alternating current terminals of the first sub bidirectional DC/AC module 11, i.e., the middle points of the three arms (Q1/Q2, Q3/Q4, Q5/Q6) are respectively connected to the three windings of the first motor, and the alternating current terminals of the second sub bidirectional DC/AC module 12, i.e., the middle points of the three arms (Q7/Q8, Q9/Q10, Q11/Q12) are respectively connected to the three windings of the second motor. The primary side of a transformer T in the CLLC resonance module is connected with a second bidirectional AC/DC module 50 through a second inductor L2 and a second capacitor C2, one end of the secondary side of the transformer T is connected with the winding midpoint of the first motor through a first capacitor C1, and the other end of the secondary side of the transformer T is connected with the winding midpoint of the second motor through a first inductor L1 and a second switching module 40.

When the second switch module 40 is closed, one of the first sub-bidirectional DC/AC module and the second sub-bidirectional DC/AC module is a PFC (BOOST circuit distortion) high-frequency bridge arm, and the other bidirectional DC/AC module is a transformer output same-frequency control bridge arm, so that an equivalent bridgeless PFC circuit can be formed, and the equivalent circuit diagram of the circuit diagram of fig. 8 is shown in fig. 9. It should be noted that the output side of the normal transformer T has a working frequency of 50 to 100kHz, and if one motor corresponding to the bridge arm performs BOOST chopping in a single working period of a high-frequency working frequency of 50 to 100kHz, the power tube of the bridge arm corresponding to the other motor can work in a higher frequency working range, which can realize a working frequency of MHz, and is beneficial to realizing miniaturization of a SIC-based power device in the future.

Further, as a specific example, fig. 10 is a schematic structural diagram of a high voltage system of an electric vehicle according to a fifth embodiment of the present invention, wherein it is assumed that the second bidirectional AC/DC module 50 has two arms, i.e., Q13/Q14 arm and Q15/Q16 arm, one end of the secondary side of the transformer T is connected to a winding midpoint of the first motor, the other end of the secondary side of the transformer T is connected to a winding midpoint of the second motor, so that a bridgeless PFC function can be realized according to the winding and the arms of the motors, the third capacitor C3 is connected in parallel between the second bidirectional AC/DC module 50 and the PFC module 60, and the fourth capacitor C4 is connected in parallel between the first sub bidirectional DC/AC module 11 and the first switch module 20.

When the electric vehicle is in a static state and the power battery 70 needs to be charged, the first switch module 20 and the second switch module 40 are both closed, the AC power input by the AC interface can be converted into DC power through the PFC module 60, the second bidirectional AC/DC module 50 can convert DC power into high-frequency AC power by controlling the periodic on/off of Q13, Q14, Q15 and Q16, assuming that the high-frequency AC power formed by the transformer T is positive and negative, i.e., L1 is a positive terminal, the second sub-bidirectional DC/AC module 12 is a high-frequency bridge arm higher than the output frequency of the transformer T, the first sub-bidirectional DC/AC module 11 is a same-frequency control bridge arm of the transformer T, i.e., Q8, Q10 and Q12 connected in parallel with the second sub-bidirectional DC/AC module 12 serve as BOOST circuit switching tubes, and the BOOST circuit switching tubes are connected in parallel with the first sub-bidirectional DC/AC module 11 by Q2, Q3538, Q4 and Q6 control the motor winding (equivalent inductance) charging, when the parallel Q2, Q4 and Q6 and the parallel Q8, Q10 and Q12 are conducting, the windings of the first and second electrical machines act as energy storage inductors for energy storage, the energy flow is as shown in figure 11, when the parallel Q8, Q10, and Q12 are off, and the parallel Q2, Q4, and Q6, and the parallel Q7, Q9, and Q11 are on, the parallel Q7, Q9, and Q11 function as free-wheeling, so that the parallel Q7, Q9 and Q11, the fourth capacitor C4 and the parallel Q2, Q4 and Q6 can form a loop to output direct current to the power battery 70, the energy flow is as shown in figure 12, thereby realizing the charging of the power battery 70, when the high-frequency alternating current formed by T is up-negative and down-positive, that is, when L1 is the negative terminal, the working process is similar to that of the positive mode, and the ac output by the transformer T can still be converted into dc, which is not described and illustrated again.

When the electric vehicle is in a stationary state and the power battery 70 needs to be charged, the first switch module 20 and the second switch module 40 are both closed, the power battery 70 outputs direct current to the first sub bidirectional DC/AC module 11 and the second sub bidirectional DC/AC module 12 through the first switch module 20, the input direct current can be converted into high-frequency alternating current through the action of an equivalent PFC circuit, the converted high-frequency alternating current is wirelessly transmitted to the second bidirectional AC/DC module 50 through the converter T, the high-frequency alternating current is converted into direct current again through controlling the periodic on-off of Q13, Q14, Q15 and Q16, and is converted into alternating current commercial power through the PFC module 60 to provide power for an alternating current load, so that the external discharge of the power battery 70 is realized.

Therefore, the bridgeless PFC circuit function can be realized by multiplexing the bridge arm of the first sub-bidirectional DC/AC module, the winding of the first motor, the bridge arm of the second sub-bidirectional DC/AC module and the winding of the second motor, and the charging and discharging of the power battery and the control of the motor are finally realized by controlling the on-off of the first switch module and the second switch module.

In some embodiments, as shown in fig. 13, the first bi-directional DC/AC module 10 includes a third sub-bi-directional DC/AC module 13, and the system further includes a third switching module 80, wherein a midpoint of a first leg (e.g., Q21/Q22 leg) of the third sub-bi-directional DC/AC module 13 is connected to a winding of the motor through the third switching module 80, wherein the first leg is any one leg of the third sub-bi-directional DC/AC module 13.

Further, one end of the secondary side of the bidirectional resonant module 30 is connected to the middle point of any one of the bridge arms (e.g., Q19/Q20 bridge arm) except the first bridge arm of the third sub-bidirectional DC/AC module 13, and the other end of the secondary side of the bidirectional resonant module 30 is connected to the middle point of the first bridge arm (e.g., Q21/Q22 bridge arm) through the second switch module 40.

Specifically, as shown in fig. 13, taking single motor control as an example, the third sub bidirectional DC/AC module 13 has three legs, the bidirectional resonant module 30 is still a CLLC resonant module, the primary side of the transformer T in the CLLC resonant module is connected to the second bidirectional AC/DC module 50 through the second inductor L2 and the second capacitor C2, assuming that the leg Q21/Q22 in the third sub bidirectional DC/AC module 13 is the first leg, one end of the secondary side of the transformer T is connected to any leg except the first leg through the first inductor L1, i.e., connected to the midpoint of the leg Q19/Q20 and connected to the midpoint of the leg Q17/Q18, and the other end of the secondary side of the transformer T is connected to the midpoint of the first leg through the first capacitor C1 and the second switching module 40, i.e., connected to the midpoint of the leg Q21/Q22, the system further includes a third switching module 80, the midpoint of the Q21/Q22 bridge arm is connected with one winding of the motor through the third switch module 80, that is, one additional switch control is ensured at the position where one of the multiplexed bridge arms is connected with the motor, so that the single electric control bridge arms are mutually independent during charging, and the AC/DC rectification function during charging is met.

In some embodiments, when the ac power source charges the power battery or the power battery supplies power to the ac load, the first switch module and the second switch module are in a closed state, and the third switch module is in an open state; when the power battery supplies power to the motor, the first switch module and the third switch module are both in a closed state, and the second switch module is in an open state.

Specifically, different functions of the high-voltage system of the electric automobile can be realized by controlling the on-off of the first switch module, the second switch module and the third switch tube, when the first switch module and the second switch module are in a closed state and the third switch module is in an open state, the power battery can be charged by the alternating current power supply or the alternating current load can be supplied with power according to the electric energy stored by the power battery, and when the first switch module and the third switch module are both in a closed state and the second switch module is in an open state, the alternating current power supply is disconnected from the power battery, and the power battery can only provide power for the motor. It should be noted that the power battery is charged when the electric vehicle is in a stationary state or is discharged to the outside through the power battery, and the electric vehicle is in a driving state and supplies alternating electric energy to the motor of the whole vehicle through controlling the power battery.

Further, as a specific example, fig. 14 is a schematic structural diagram of a high-voltage system of an electric vehicle according to a seventh embodiment of the present invention, where it is assumed that the second bidirectional AC/DC module 50 has two legs, i.e., a leg Q13/Q14 and a leg Q15/Q16, one end of the secondary side of the transformer T is connected to a middle point of the leg Q19/Q20, and the other end of the secondary side of the transformer T is connected to a middle point of the leg Q21/Q22, the legs Q19/Q20 and Q21/Q22 may be equivalent to the bidirectional DC/AC module, the third capacitor C3 is connected in parallel between the second bidirectional AC/DC module 50 and the PFC module 60, and the fourth capacitor C4 is connected in parallel between the third sub-bidirectional DC/AC module 13 and the first switch module 20.

When the electric vehicle is in a static state and the power battery 70 needs to be charged, the first switch module 20 and the second switch module 40 are both closed, the third switch module 80 is disconnected, an alternating current power supply input by an alternating current interface can be converted into direct current through the PFC module 60, the second bidirectional AC/DC module 50 can convert the direct current into high-frequency alternating current by controlling the periodic on-off of Q13, Q14, Q15 and Q16, the converted high-frequency alternating current is wirelessly transmitted to the bridge arm Q19/Q20 and the bridge arm Q21/Q22 through the inverter T, the high-frequency alternating current can be converted into the direct current again by controlling the periodic on-off of Q19, Q20, Q21 and Q22, and the generated direct current is output to the power battery 70 through AC/DC rectification, so that the power battery 70 is charged.

When the electric vehicle is in a static state and the power battery 70 needs to be charged, the first switch module 20 and the second switch module 40 are both closed, the third switch module 80 is opened, the power battery 70 transmits direct current to the bidirectional DC/AC module formed by the Q19/Q20 arm and the Q21/Q22 arm through the first switch module 20, converts the direct current into high-frequency alternating current by controlling the Q19, the Q20, the Q21 and the Q22 to be periodically switched on and off, wirelessly transmits the converted high-frequency alternating current to the second bidirectional AC/DC module 50 through the inverter T, converts the high-frequency alternating current into direct current again by controlling the Q13, the Q14, the Q15 and the Q16 to be periodically switched on and off, and converts the direct current into alternating current through the PFC module 60 to provide power for an alternating current load, so that the external discharge of the power battery 70 is realized.

When the first switch module 20 and the third switch module 80 are both in a closed state and the second switch module 40 is in an open state, the direct current transmitted by the power battery 70 can be converted into three-phase alternating current and output to the windings in the first motor by periodically controlling Q17, Q18, Q19, Q20, Q21 and Q22 in the third sub bidirectional DC/AC module 13, thereby realizing the control of the motors.

Therefore, by multiplexing the third sub bidirectional DC/AC module, bidirectional DC/AC rectification can be performed, and finally, the charging and discharging of the power battery and the control of the motor are realized by controlling the on-off of the first switch module, the second switch module and the third switch module.

In some embodiments, as shown in fig. 15, one end of the secondary side of the bidirectional resonant module 30 is connected to the middle point of the first leg (e.g., Q21/Q22 leg), and the other end of the secondary side of the bidirectional resonant module 30 is connected to the middle point of the winding of the motor through the second switching module 40.

Specifically, as shown in fig. 15, continuing with the example that the third sub bidirectional DC/AC module 13 and the bidirectional resonant module 30 are CLLC resonant modules, the DC terminals of the third sub bidirectional DC/AC module 13 are both connected to the power battery 70 through the first switch module 20, assuming that the Q21/Q22 leg of the third sub bidirectional DC/AC module 13 is the first leg, the middle point of the first leg (Q21/Q22 leg) is connected to one of the windings of the motor through the third switch module 80, the other two legs of the third sub bidirectional DC/AC module 13 are connected to the other two windings of the motor, the primary side of the transformer T in the CLLC resonant module is connected to the second bidirectional AC/DC module 50 through the second inductor L2 and the second capacitor C2, one end of the secondary side of the transformer T is connected to the middle point of the first leg through the first inductor L1, that is, to the middle point of the Q21/Q22 leg, the other end of the secondary side of the transformer T is connected to the winding midpoint of the motor through a first capacitor and a second switching module 40.

When the second switch module 40 is closed and the third switch module 80 is opened, the non-first arm in the third sub-bidirectional DC/AC module 13 is used as a PFC (BOOST circuit variant) high-frequency arm, that is, the Q17/Q18 arm or the Q19/Q20 arm is used as a PFC high-frequency arm, and the first arm (Q21/Q22 arm) is used as a common-frequency control arm, so that a bridgeless PFC circuit is formed.

Further, as a specific example, fig. 16 is a schematic structural diagram of a high voltage system of an electric vehicle according to a ninth embodiment of the present invention, wherein it is assumed that the second bidirectional AC/DC module 50 has two legs, i.e., a leg Q13/Q14 and a leg Q15/Q16, one end of the secondary side of the transformer T is connected to a midpoint of the leg Q21/Q22, the other end of the secondary side of the transformer T is connected to a midpoint of a winding of the motor, so that a bridgeless PFC function can be realized according to the winding and the legs of the motor, a third capacitor C3 is connected in parallel between the second bidirectional AC/DC module 50 and the PFC module 60, and a fourth capacitor C4 is connected in parallel between the third sub bidirectional DC/AC module 13 and the first switch module 20.

When the electric vehicle is in a static state and the power battery 70 needs to be charged, the first switch module 20 and the second switch module 40 are both closed, the third switch module 80 is opened, an alternating current power supply input by an alternating current interface can be converted into direct current through the PFC module 60, the second bidirectional AC/DC module 50 can convert the direct current into high-frequency alternating current by controlling the Q13, the Q14, the Q15 and the Q16 to be periodically turned on and off, the converted high-frequency alternating current is wirelessly transmitted to a bridgeless PFC circuit formed by the Q21/Q22, the Q17/Q18, the Q19/Q20 and a motor winding through the converter T, and the generated direct current is output to the power battery 70 after the high-frequency alternating current is rectified by the PFC, so that the power battery 70 is charged.

When the electric vehicle is in a static state and the power battery 70 needs to be charged, the first switch module 20 and the second switch module 40 are both closed, the third switch module 80 is opened, the power battery 70 transmits direct current to the third sub bidirectional DC/AC module 13 through the first switch module 20, the input direct current can be converted into high-frequency alternating current after the action of an equivalent PFC circuit, the converted high-frequency alternating current is wirelessly transmitted to the second bidirectional AC/DC module 50 through the converter T, the high-frequency alternating current is converted into direct current again by controlling the periodic on-off of Q13, Q14, Q15 and Q16, and is converted into alternating current commercial power again through the PFC module 60 to provide power for an alternating current load, so that the external discharge of the power battery 70 is realized.

Therefore, the bridgeless PFC circuit can be formed by multiplexing the third sub bidirectional DC/AC module and the motor winding, and finally the charging and discharging of the power battery and the control of the motor are realized by controlling the on-off of the first switch module, the second switch module and the third switch module.

In some embodiments, as shown in fig. 17, the high voltage system of the electric vehicle further includes: a bidirectional DC/DC module 90, the bidirectional DC/DC module 90 being connected between the first switch module 20 and the direct current side of the first bidirectional DC/AC module 10.

Optionally, the bidirectional DC/DC module 90 is an interleaved parallel bidirectional boost DC/DC module.

Specifically, the high voltage system of the electric vehicle may be added with a bidirectional DC/DC module 90, the bidirectional DC/DC module 90 is connected between the first switch module 20 and the direct current end of the first bidirectional DC/AC module 10, the bidirectional DC/DC module 90 is an interleaved parallel type bidirectional boost DC/DC module, and the interleaved parallel type bidirectional boost DC/DC module includes: the bridge circuit comprises a Q23/Q24 bridge arm, a Q25/Q26 bridge arm, a third inductor L3 and a fourth inductor L4, wherein one end of the third inductor L3 is connected with one end of the fourth inductor L4 and is provided with a first node, the first node is connected with the first switch module 20, the other end of the third inductor L3 is connected with the middle point of the Q23/Q24 bridge arm, and the other end of the fourth inductor L4 is connected with the middle point of the Q25/Q26 bridge arm.

Therefore, by multiplexing the bidirectional DC/DC module 90, when charging, the bidirectional DC/DC module 90 operates in a step-down mode, and after alternating current is converted into direct current by the first bidirectional DC/AC module 90, the bidirectional DC/DC module 90 can implement two-stage voltage conversion, so that the output voltage range is wider, and the use voltage becomes more flexible; during discharging, the bidirectional DC/DC module 90 works in a step-down mode and works in a step-up mode, if the motor is powered, the bidirectional DC/DC module 90 can raise the voltage of the power battery 70 to the required DC voltage for the motor to work, and convert the boosted DC power into three-phase AC power required by the motor through the first bidirectional DC/AC module, and the bidirectional DC/DC module 90 raises the voltage when the voltage of the power battery 70 is low (generally, when the whole vehicle has a power output requirement) until the motor works in a high-efficiency region voltage range (generally > 650V).

It should be noted that, a specific embodiment of the high-voltage system of the electric vehicle with the bidirectional DC/DC module is shown in fig. 18 to 21, except for the bidirectional DC/DC module, functions of components in fig. 18 to 21 are identical to those of the high-voltage system of the electric vehicle without the bidirectional DC/DC module, and are not described herein again.

In some embodiments, as shown in fig. 22, PFC module 60 includes a second leg (Q27/Q28 leg), a third leg (Q29/Q30 leg), a fourth leg (Q31/Q32 leg), a fifth leg (Q33/Q33 leg), a first PFC inductor LM 33, a second PFC inductor LM 33, a third PFC inductor LM 33, a first switch K33, and a second switch K33, wherein a midpoint of the second leg (Q33/Q33) is connected to first ac interface L33 through first PFC inductor LM 33, a midpoint of the third leg (Q33/Q33 leg) is connected to second ac interface L33 through second PFC inductor LM 33, a midpoint of the fourth leg (Q33/Q33 leg) is connected to third ac interface L33 through third inductor LM 33, a midpoint of the fifth leg (Q33/Q33) is connected to a fourth ac interface L33 through third ac interface 33, and a midpoint of the first PFC interface LM 33 is connected to a fourth ac interface K33, the other end of the first switch K1 is connected between the second PFC inductor LM2 and the second ac interface L02, one end of the second switch K2 is connected between the second PFC inductor LM2 and the second ac interface L02, and the other end of the second switch K2 is connected between the third PFC inductor LM3 and the third ac interface LM 03.

Further, when the alternating current interface is connected with a three-phase alternating current power supply or a three-phase alternating current load, the first switch and the second switch are both in an off state; when the alternating current interface is connected with a single-phase alternating current power supply or a single-phase alternating current load, the first switch and the second switch are both in a closed state.

Specifically, the PFC module 60 supports both input and output of three-phase alternating current and input and output of single-phase alternating current, and specifically performs control according to the detected access current, and when detecting that three-phase alternating current is accessed, controls the first switch K1 and the second switch K2 to be opened, and the three-phase alternating current is accessed to L01, L02, L03 and L04; when the single-phase alternating current is detected to be switched on, the first switch K1 and the second switch K2 are controlled to be closed, and the single-phase alternating current is switched on to be connected to the L01 and the L04, it should be noted that the three-phase PFC interleaving parallel control circuit can effectively reduce ripples of input current. Therefore, according to the detected access current, the switching between the three-phase alternating current and the single-phase alternating current can be realized by controlling the on-off of the first switch K1 and the second switch K2.

In summary, according to the high voltage system of the electric vehicle in the embodiment of the utility model, the direct current end of the first bidirectional DC/AC module is connected to the power battery through the first switch module, and the alternating current end of the first bidirectional DC/AC module is connected to the winding of the motor; the secondary side of the bidirectional resonance module is connected with the first bidirectional DC/AC module or a winding of the motor through a second switch module; the alternating current end of the second bidirectional AC/DC module is connected with the primary side of the bidirectional resonance module; the direct current end of the PFC module is connected with the direct current end of the second bidirectional AC/DC module, the alternating current end of the PFC module is connected with the alternating current interface, and the alternating current interface is connected with the alternating current power supply or the alternating current load. Therefore, the whole vehicle resources can be integrated by multiplexing the whole vehicle part circuit structure, the integration of hardware products is promoted, and the cost and the weight of a hardware circuit are reduced, so that the aims of reducing the cost of the whole vehicle and realizing the light weight of the whole vehicle are fulfilled.

Fig. 23 is a schematic structural diagram of an electric vehicle according to an embodiment of the present invention, and referring to fig. 23, the electric vehicle 1000 includes the high-voltage system 100 of the electric vehicle described above.

According to the electric automobile provided by the embodiment of the utility model, through the high-voltage system of the electric automobile, the whole automobile resources can be integrated by multiplexing the whole automobile part circuit structure, the integration of hardware products is promoted, and the cost and the weight of a hardware circuit are reduced, so that the aims of reducing the whole automobile cost and realizing the light weight of the whole automobile are fulfilled.

It should be noted that the logic and/or steps represented in the flowcharts or otherwise described herein, such as an ordered listing of executable instructions that can be considered to implement logical functions, can be embodied in any computer-readable medium for use by or in connection with an instruction execution system, apparatus, or device, such as a computer-based system, processor-containing system, or other system that can fetch the instructions from the instruction execution system, apparatus, or device and execute the instructions. For the purposes of this description, a "computer-readable medium" can be any means that can contain, store, communicate, propagate, or transport the program for use by or in connection with the instruction execution system, apparatus, or device. More specific examples (a non-exhaustive list) of the computer-readable medium would include the following: an electrical connection (electronic device) having one or more wires, a portable computer diskette (magnetic device), a Random Access Memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber device, and a portable compact disc read-only memory (CDROM). Additionally, the computer-readable medium could even be paper or another suitable medium upon which the program is printed, as the program can be electronically captured, via for instance optical scanning of the paper or other medium, then compiled, interpreted or otherwise processed in a suitable manner if necessary, and then stored in a computer memory.

It should be understood that portions of the present invention may be implemented in hardware, software, firmware, or a combination thereof. In the above embodiments, the various steps or methods may be implemented in software or firmware stored in memory and executed by a suitable instruction execution system. For example, if implemented in hardware, as in another embodiment, any one or combination of the following techniques, which are known in the art, may be used: a discrete logic circuit having a logic gate circuit for implementing a logic function on a data signal, an application specific integrated circuit having an appropriate combinational logic gate circuit, a Programmable Gate Array (PGA), a Field Programmable Gate Array (FPGA), or the like.

In the description herein, references to the description of the term "one embodiment," "some embodiments," "an example," "a specific example," or "some examples," etc., mean that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the utility model. In this specification, the schematic representations of the terms used above do not necessarily refer to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.

Furthermore, the terms "first", "second" and "first" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one such feature. In the description of the present invention, "a plurality" means at least two, e.g., two, three, etc., unless specifically limited otherwise.

In the present invention, unless otherwise expressly stated or limited, the terms "mounted," "connected," "secured," and the like are to be construed broadly and can, for example, be fixedly connected, detachably connected, or integrally formed; can be mechanically or electrically connected; they may be directly connected or indirectly connected through intervening media, or they may be connected internally or in any other suitable relationship, unless expressly stated otherwise. The specific meanings of the above terms in the present invention can be understood by those skilled in the art according to specific situations.

Although embodiments of the present invention have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting the present invention, and that variations, modifications, substitutions and alterations can be made to the above embodiments by those of ordinary skill in the art within the scope of the present invention.

Claims

1. A high voltage system for an electric vehicle, the system comprising: a first bidirectional DC/AC module, a first switching module, a bidirectional resonant module, a second switching module, a second bidirectional AC/DC module, and a PFC module, wherein,

the direct current end of the first bidirectional DC/AC module is connected with a power battery through the first switch module, and the alternating current end of the first bidirectional DC/AC module is connected with a winding of the motor;

the secondary side of the bidirectional resonance module is connected with the first bidirectional DC/AC module or the winding of the motor through the second switch module;

the alternating current end of the second bidirectional AC/DC module is connected with the primary side of the bidirectional resonance module;

the direct current end of the PFC module is connected with the direct current end of the second bidirectional AC/DC module, the alternating current end of the PFC module is connected with an alternating current interface, and the alternating current interface is connected with an alternating current power supply or an alternating current load.

2. The high voltage system of claim 1, wherein the first bi-directional DC/AC module comprises a first sub-bi-directional DC/AC module and a second sub-bi-directional DC/AC module, the DC terminals of the first sub-bi-directional DC/AC module and the second sub-bi-directional DC/AC module are connected to the power battery through the first switch module, the AC terminal of the first sub-bi-directional DC/AC module is connected to the winding of the first motor, and the AC terminal of the second sub-bi-directional DC/AC module is connected to the winding of the second motor.

3. The high-voltage system of the electric vehicle according to claim 2, wherein one end of the secondary side of the bidirectional resonant module is connected to the midpoint of any one of the legs of the first sub bidirectional DC/AC module, and the other end of the secondary side of the bidirectional resonant module is connected to the midpoint of any one of the legs of the second sub bidirectional DC/AC module through the second switching module.

4. The high voltage system of an electric vehicle according to claim 2, wherein one end of the secondary side of the bidirectional resonant module is connected to a winding midpoint of the first motor, and the other end of the secondary side of the bidirectional resonant module is connected to a winding midpoint of the second motor through the second switching module.

5. The high voltage system of an electric vehicle according to claim 3 or 4,

when the alternating current power supply charges the power battery or the power battery supplies power to the alternating current load, the first switch module and the second switch module are in a closed state;

when the power battery supplies power to the motor, the first switch module is in a closed state, and the second switch module is in an open state.

6. The high voltage system of claim 1, wherein the first bi-directional DC/AC module comprises a third sub-bi-directional DC/AC module, the system further comprising a third switching module, and a midpoint of a first leg of the third sub-bi-directional DC/AC module is connected to a winding of the motor via the third switching module, wherein the first leg is any one of the third sub-bi-directional DC/AC module.

7. The high voltage system of claim 6, wherein one end of the secondary side of the bidirectional resonant module is connected to the middle point of any one of the legs of the third sub bidirectional DC/AC module except the first leg, and the other end of the secondary side of the bidirectional resonant module is connected to the middle point of the first leg through the second switching module.

8. The high-voltage system of the electric vehicle as claimed in claim 6, wherein one end of the secondary side of the bidirectional resonant module is connected to the midpoint of the first bridge arm, and the other end of the secondary side of the bidirectional resonant module is connected to the winding midpoint of the motor through the second switching module.

9. The high voltage system of an electric vehicle according to claim 7 or 8,

when the alternating current power supply charges the power battery or the power battery supplies power to the alternating current load, the first switch module and the second switch module are in a closed state, and the third switch module is in an open state;

when the power battery supplies power to the motor, the first switch module and the third switch module are both in a closed state, and the second switch module is in an open state.

10. The high voltage system of an electric vehicle of claim 1, further comprising: a bi-directional DC/DC module connected between the first switch module and the DC terminal of the first bi-directional DC/AC module.

11. The high voltage system of an electric vehicle of claim 10, wherein the bi-directional DC/DC module is an interleaved parallel bi-directional boost DC/DC module.

12. The high voltage system of claim 1, wherein the bidirectional resonant module is a CLLC resonant module.

13. The high-voltage system of the electric vehicle as claimed in claim 1, wherein the PFC module comprises a second bridge arm, a third bridge arm, a fourth bridge arm, a fifth bridge arm, a first PFC inductor, a second PFC inductor, a third PFC inductor, a first switch and a second switch, wherein a midpoint of the second bridge arm is connected to the first AC interface through the first PFC inductor, a midpoint of the third bridge arm is connected to the second AC interface through the second PFC inductor, a midpoint of the fourth bridge arm is connected to the third AC interface through the third PFC inductor, a midpoint of the fifth bridge arm is connected to the fourth AC interface, one end of the first switch is connected between the first PFC inductor and the first AC interface, the other end of the first switch is connected between the second PFC inductor and the second AC interface, and one end of the second switch is connected between the second PFC inductor and the second AC interface, the other end of the second switch is connected between the third PFC inductor and the third AC interface.

14. The high voltage system of an electric vehicle of claim 13,

when the alternating current interface is connected with a three-phase alternating current power supply or a three-phase alternating current load, the first switch and the second switch are both in an off state;

when the alternating current interface is connected with a single-phase alternating current power supply or a single-phase alternating current load, the first switch and the second switch are both in a closed state.

15. An electric vehicle, comprising: the high pressure system of any of claims 1-14.