CN218453328U - Discharging system and vehicle - Google Patents

Abstract

The invention relates to the technical field of vehicles, and provides a discharging system and a vehicle, which comprise a power supply circuit, a motor control circuit, an inverter circuit, a filter circuit and an in-vehicle discharging port, wherein the motor control circuit, the inverter circuit, the filter circuit and the in-vehicle discharging port are sequentially connected, the positive pole of the power supply circuit is connected to the first ends of the motor control circuit and the inverter circuit, and the negative pole of the power supply circuit is connected to the second ends of the motor control circuit and the inverter circuit. According to the discharging system provided by the invention, the charging power consumption of the whole vehicle can be reduced, the charging efficiency is improved, the weight of the whole vehicle is reduced, the light weight of the whole vehicle is realized, and the fault rate of the whole vehicle is reduced.

Description

Discharging system and vehicle

Technical Field

The invention relates to the technical field of vehicles, in particular to a discharge system and a vehicle.

Background

Along with the continuous popularization of new energy electric automobile, people also become higher and higher to new energy electric automobile's requirement, big data and customer feedback show people to the vehicle function of discharging more and more big, and more customers feedback has the car internal discharge and the car external demand of discharging.

However, with the standardized development of electric vehicles, the low-power bidirectional direct-current charging pile which can be charged orderly is continuously popularized, the charging mode on the vehicle is gradually simplified into a direct-current charging mode in the future, the vehicle-mounted charging device on the vehicle is removed, the vehicle only has one charging port, the discharging function in the whole vehicle in the prior art is lost, and no corresponding solution is available at present.

Disclosure of Invention

The invention aims to solve the problem of how to realize the discharge function in a vehicle after a vehicle-mounted charger device is removed, and provides a discharge system and a vehicle.

The invention provides a discharge system 1, which comprises a motor control circuit, an inverter circuit, a filter circuit and a discharge port in a vehicle:

the motor control circuit, the inverter circuit, the filter circuit and the discharge port in the vehicle are connected in sequence, the motor control circuit is connected with the inverter circuit in parallel,

the motor control circuit is at least used for filtering signals output by the power circuit, the inverter circuit is used for converting direct current signals output by the power circuit into alternating current signals, the filter circuit is used for filtering alternating current signals output by the inverter circuit, and the in-vehicle discharging port is used for connecting equipment in a vehicle.

Furthermore, the motor control circuit comprises a first capacitor, and the first capacitor is positioned between the power circuit and the inverter circuit and is connected with the power circuit in parallel.

Further, the motor control circuit further comprises a boost converter, a first end of the boost converter is connected with a negative electrode of the power circuit, and a second end and a third end of the boost converter are respectively connected with the motor control circuit and the inverter circuit in parallel.

Further, the boost converter comprises a third bridge arm and a second inductor, a first end of the second inductor forms a first end of the boost converter, a second end of the second inductor is connected with a neutral point of the third bridge arm, the second inductor forms a first end of the boost converter, and an upper bridge arm and a lower bridge arm of the third bridge arm form a second end and a third end of the boost converter respectively.

Furthermore, the discharge system also comprises a second capacitor, and two ends of the second capacitor are connected with the first end and the second end of the inverter circuit.

Furthermore, the in-vehicle discharging port is arranged on the shell, and at least part of the shell is electrically connected with the motor control circuit.

Furthermore, the shell is provided with a high-voltage direct-current connector and a main control panel, and the motor control circuit and the discharge system share the high-voltage direct-current connector and the main control panel.

Furthermore, a fourth switch is arranged between the filter circuit and the discharge opening in the vehicle, and the fourth switch is used for controlling the opening or closing of the discharge function in the vehicle.

Further, the inverter circuit comprises a first bridge arm, a second bridge arm and a first inductor; the first bridge arm is connected with the second bridge arm in parallel; the upper bridge arm of the first bridge arm and the upper bridge arm of the second bridge arm form a first end of an inverter circuit, and the lower bridge arm of the first bridge arm and the lower bridge arm of the second bridge arm form a second end of the inverter circuit; the first end of the first inductor is connected with a neutral point of the first bridge arm, and the second end of the first inductor forms a third end of the inverter circuit; and the neutral point of the second bridge arm forms a fourth end of the inverter circuit.

Furthermore, the power supply circuit comprises a battery, a pre-charging circuit and a first switch, wherein the first end of the pre-charging circuit and the first end of the first switch are respectively connected with two ends of the battery, and the second end of the pre-charging circuit and the second end of the first switch respectively form a positive pole and a negative pole of the power supply circuit.

Further, the pre-charging circuit includes a second switch, a third switch and a first resistor: the first end of the second switch and the first end of the third switch are connected with the first end of the battery; a first end of the first resistor is connected with a second end of the third switch; the second end of the second switch and the second end of the first resistor form a second end of the pre-charging circuit.

In another aspect, the invention provides a vehicle comprising the discharge system.

In summary, the present invention can achieve at least the following technical effects:

according to the discharging system, after the vehicle-mounted charger device is removed, an effective and feasible in-vehicle discharging scheme is provided by combining with the whole vehicle resources, and the discharging system comprises the power supply circuit, the motor control circuit, the inverter circuit and the in-vehicle discharging port which are sequentially arranged, so that the multiplexing of the motor control circuit is realized, and the cost of the whole vehicle is reduced; the weight of the whole vehicle is reduced, and the light weight of the whole vehicle is realized; the failure rate of the whole vehicle caused by the vehicle-mounted charging device during alternating current charging is reduced; the direct current charging mode supported by the vehicle reduces the charging power consumption of the whole vehicle and improves the charging efficiency.

Drawings

FIG. 1 is a schematic illustration of a prior art in-vehicle discharge;

FIG. 2 is a first schematic illustration of an in-vehicle discharge in accordance with the present invention;

FIG. 3 is a second schematic illustration of in-vehicle electrical discharge in accordance with the present invention;

FIG. 4 is a third schematic illustration of in-vehicle electrical discharge in accordance with the present invention;

FIG. 5 is a first circuit diagram of an in-vehicle discharge according to the present invention;

fig. 6 is a second circuit diagram of the in-vehicle discharge according to 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 reference numerals refer to the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the drawings are illustrative and intended to be illustrative of the invention and are not to be construed as limiting the invention.

In the description of the present invention, it is to be understood that the terms "central," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," "circumferential," and the like are used in the orientations and positional relationships indicated in the drawings for convenience in describing the invention and to simplify the description, and are not intended to indicate or imply that the referenced devices or elements must have a particular orientation, be constructed and operated in a particular orientation, and are therefore not to be considered limiting of the invention.

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.

In the present invention, unless otherwise expressly stated or limited, the first feature "on" or "under" the second feature may be directly contacting the first and second features or indirectly contacting the first and second features through an intermediate. Also, a first feature "on," "over," and "above" a second feature may be directly or diagonally above the second feature, or may simply indicate that the first feature is at a higher level than the second feature. A first feature being "under," "below," and "beneath" a second feature may be directly under or obliquely under the first feature, or may simply mean that the first feature is at a lesser elevation than the second feature.

In the description of the specification, reference to the description of "one embodiment," "some embodiments," "an example," "a specific example," or "some examples" or the like means 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 invention. In this specification, the schematic representations of the terms used above are not necessarily intended to 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, various embodiments or examples and features of different embodiments or examples described in this specification can be combined and combined by one skilled in the art without contradiction.

In the prior art, the discharging systems all need to use a bidirectional vehicle-mounted charger device, so that the vehicle has a discharging function, and charging and discharging in and out of the vehicle can be realized. The in-vehicle discharging function is realized as shown in fig. 1, the discharging function of a bidirectional vehicle-mounted charger A is used, and when a vehicle runs or is parked at an OK gear, a customer can start the in-vehicle discharging when the customer has a 220V alternating current using requirement.

However, with the development of electric vehicles, the charging mode of the electric vehicles is evolved to a single direct current charging mode, that is, the vehicle only has one charging port, and no vehicle-mounted charger exists. When a vehicle-mounted charger is removed, the current internal discharging function of the whole vehicle is lost, and an effective and feasible internal discharging scheme is provided by combining the whole vehicle resources to meet the requirement of using the internal discharging function of the whole vehicle. An in-vehicle discharge scheme according to an embodiment of the present invention will be described with reference to the accompanying drawings.

The first embodiment is as follows:

an embodiment of the present invention provides a discharge system, as shown in fig. 2, including a motor control circuit 500, an inverter circuit 200, a filter circuit 300, and an in-vehicle discharge port 410:

the motor control circuit 500, the inverter circuit 200, the filter circuit 300 and the in-vehicle discharging port 410 are connected in sequence, the motor control circuit 500 is connected in parallel with the inverter circuit 200,

the motor control circuit 500 is at least used for filtering signals output by the power circuit 100, the inverter circuit 200 is used for converting direct current signals output by the power circuit 100 into alternating current signals, the filter circuit 300 is used for filtering alternating current signals output by the inverter circuit 200, and the in-vehicle discharging port 410 is used for connecting in-vehicle equipment.

In the embodiment, after the vehicle-mounted charger device is removed, an effective and feasible in-vehicle discharging scheme is provided by combining with the whole vehicle resources, and the inverter topology for in-vehicle discharging is directly connected to the two ends of the power circuit 100 and integrated with the motor control circuit 500, as shown in fig. 2, so that the cost of the whole vehicle is reduced; the failure rate of the whole vehicle caused by the vehicle-mounted charging device during alternating current charging is reduced; the charging power consumption of the whole vehicle is reduced, and the charging efficiency is improved; the weight of the whole vehicle is reduced, and the light weight of the whole vehicle is realized.

When the power supply voltage is greater than the preset voltage, the inverter topology for in-vehicle discharging is connected to the two ends of the power supply circuit 100 and still integrated with the motor control circuit 500, so that a direct-current in-vehicle charging and discharging system without a vehicle-mounted charger is formed. Specifically, for high voltage systems with high voltages of 500V and 800V, the motor control circuit 500 and the discharge system share at least a part of a shell connected with the motor control circuit 500, so that the cost is greatly saved.

Specifically, the circuit of the inverter circuit 200 is not particularly limited, and only the dc signal output by the power supply circuit 100 needs to be converted into the ac signal, but for better guidance to those skilled in the art, a structure of the inverter circuit 200 will be provided as a reference in the following. The motor control circuit 500 may also be used to control the operation of the motor 511.

Further, as shown in fig. 3, the motor control circuit 500 includes a first capacitor C1, and the first capacitor C1 is located between the power circuit 100 and the inverter circuit 200 and is connected in parallel with the power circuit 100.

Multiplexing the energy storage capacitor on the high-voltage direct-current side of the motor control circuit 500: the first capacitor C1 is used for discharging in the vehicle by multiplexing the first capacitor C1, and the direct current of the power supply circuit 100 is inverted into the stable 220V alternating current without adding a voltage stabilizing capacitor, so that the voltage stabilizing capacitor is saved, the cost is reduced, and the space is saved.

Further, as shown in fig. 4, the motor control circuit 500 further includes a boost converter 530, a first end of the boost converter 530 is connected to the negative electrode of the power circuit 100, and a second end and a third end of the boost converter 530 are respectively connected in parallel to the motor control circuit 500 and the inverter circuit 200.

When the voltage of the power circuit 100 is lower than 310V, the boost converter 530 of the motor control circuit 500 with the boost converter 530 is multiplexed to boost, so that the voltage is boosted to be higher than 310V for inversion, and the energy transmission is under the same driving working condition, if the voltage of the power circuit 100 is higher than 310V, the boost converter 530 can work in a direct-through mode, and the voltage between the two points A, B is equal to the voltage at the two ends of the power circuit 100 to be directly inverted to output 220V alternating current. Here, the motor control circuit 500 is configured to boost a signal output from the power supply circuit 100.

Meanwhile, the boost converter 530 and the first capacitor C1 of the motor control circuit 500 may be multiplexed at the same time, thereby implementing filtering and boosting of the signal output by the power supply circuit 100.

The structure of the boost converter 530 is not particularly limited, and only the boost of the dc signal is required. Preferably, the dc boost converter 530 is added to enable a flat in-vehicle ac 220V discharge function, and the discharge function can stably output 220V ac even if the voltage of the power supply circuit 100 is lower than 300V.

The motor control circuit 500 further includes a bridge arm conversion circuit 510, the first capacitor C1 is connected in parallel with the bridge arm conversion circuit 510, the first end of the power supply circuit is connected to the upper bridge arm of the bridge arm conversion circuit 510, the second end of the power supply circuit is connected to the lower bridge arm of the bridge arm conversion circuit 510, and the potential of the first end of the power supply circuit is higher than the potential of the second end of the power supply circuit. The circuit of the bridge arm conversion circuit 510 is not particularly limited, and may be a commonly used three-phase bridge arm conversion circuit.

Further, the boost converter 530 includes a third bridge arm and a second inductor L2, a first end of the second inductor L2 forms a first end of the boost converter 530, a second end of the second inductor L2 is connected to a neutral point of the third bridge arm, the second inductor L2 forms a first end of the boost converter 530, and an upper bridge arm a and a lower bridge arm B of the third bridge arm form a second end and a third end of the boost converter 530, respectively.

Specifically, the third bridge arm includes a first switching tube Q1 and a second switching tube Q2, an output end of the first switching tube Q1 is connected with an input end of the second switching tube Q2 to form a neutral point of the third bridge arm, an input end of the first switching tube Q1 forms an upper bridge arm of the third bridge arm, and an input end of the second switching tube Q2 forms a lower bridge arm of the third bridge arm.

When the power supply voltage is greater than or equal to the preset voltage, the working energy flows are as shown in fig. 5, specifically, when the vehicle runs and the vehicle parks in the OK/ON gear, the in-vehicle discharging function needs to work simultaneously with the motor controller 510 when the vehicle runs, at this time, the energy flows through the upper arm a of the third arm, the ninth switching tube Q9, the filter circuit 300, the in-vehicle discharging port 410, the twelfth switching tube Q12, and the lower arm B of the third arm, and the other half-period of working energy flows through the upper arm a of the third arm, the eleventh switching tube Q11, the filter circuit 300, the in-vehicle discharging port 410, the tenth switching tube Q10, and the lower arm B of the third arm.

When the power supply voltage is less than the preset voltage, the voltage between the upper bridge arm a and the lower bridge arm B of the third bridge arm needs to be increased to be higher than the preset voltage for inversion, so that the boost converter 530 is added to enable energy transmission to be carried out under the same driving condition. Meanwhile, if the voltage of the power circuit 100 is higher than the predetermined voltage, the boost converter 530 can operate in the direct mode, and the voltage between the two points A, B is equal to the voltage at the two ends of the power circuit 100, so as to directly perform inversion to output 220V alternating current.

Specifically, when the vehicle needs to operate simultaneously with the motor controller 510 during driving and in the OK/ON parking range, the boost converter 530 is a high-efficiency zone bridge arm for operating the motor, the voltage between two points of the first switching tube Q1, the upper bridge arm a of the third bridge arm of the first switching tube Q2, and the lower bridge arm B of the third bridge arm is substantially about 650V, the energy flow after the vehicle internal discharge function is turned ON is as shown in fig. 6, and the other half-cycle working energy flow is the upper bridge arm a of the third bridge arm, the eleventh switching tube Q11, the filter circuit 300, the vehicle internal discharge port 410, the tenth switching tube Q10, and the lower bridge arm B of the third bridge arm through the upper bridge arm a of the third bridge arm, the ninth switching tube Q9, the filter circuit 300, the vehicle internal discharge port 410, and the tenth switching tube Q10.

Further, the discharging system further includes a second capacitor C2, and two ends of the second capacitor C2 are connected to the first end and the second end of the inverter circuit 200. Specifically, the current boosted by the boost converter 530 is filtered by the second capacitor C2.

Further, in-vehicle discharge port 410 is disposed on housing 400, and at least a portion of housing 400 is electrically connected to motor control circuit 500. The discharge system is integrated with the motor control circuit 500 and then reused as a housing, thereby saving cost and simplifying the manufacturing process.

Further, the housing 400 is provided with a high voltage dc connector and a main control board, and the motor control circuit and the discharge system share the high voltage dc connector 500 and the main control board. By continuously multiplexing the shell, the high-voltage direct-current connector and the main control panel on the shell, cost saving is realized to the maximum extent.

Further, a fourth switch KA4 is arranged between the filter circuit 200 and the in-vehicle discharging opening 410, and the fourth switch KA4 is used for controlling the opening or closing of the in-vehicle discharging function, so that the occurrence of electric shock events of the in-vehicle discharging opening 410 caused by mistaken touch is avoided.

Further, the inverter circuit 200 includes a first bridge arm, a second bridge arm, and a first inductor L1; the first bridge arm is connected with the second bridge arm in parallel; the upper bridge arm of the first bridge arm and the upper bridge arm of the second bridge arm form a first end of an inverter circuit, and the lower bridge arm of the first bridge arm and the lower bridge arm of the second bridge arm form a second end of the inverter circuit; the first end of the first inductor is connected with a neutral point of the first bridge arm, and the second end of the first inductor L1 forms a third end of the inverter circuit; and the neutral point of the second bridge arm forms a fourth end of the inverter circuit.

The first bridge arm comprises a ninth switching tube Q9 and a tenth switching tube Q10, the output end of the ninth switching tube Q9 is connected with the input end of the tenth switching tube Q10 to form a neutral point of the first bridge arm, the second bridge arm comprises an eleventh switching tube Q11 and a twelfth switching tube Q12, and the output end of the eleventh switching tube Q11 is connected with the input end of the twelfth switching tube Q12 to form a neutral point of the second bridge arm.

Further, the power circuit 100 includes a battery 110, a pre-charge circuit and a first switch KA1, a first end of the pre-charge circuit and a first end of the first switch KA1 are respectively connected to two ends of the battery 110, and a second end of the pre-charge circuit and a second end of the first switch KA1 respectively form a positive electrode and a negative electrode of the power circuit 100. The battery 110 provides a direct current signal source for the discharge system; the first switch KA1 is used for controlling the on-off of the power circuit 100 and protecting the power circuit.

Further, the pre-charging circuit includes a second switch KA2, a third switch KA3, and a first resistor: a second switch KA2, a first end of the second switch KA2 and a first end of the third switch KA3 being connected to a first end of the battery 110; a first end of the first resistor is connected with a second end of the third switch KA 3; the second end of the second switch KA2 and the second end of the first resistor form a second end of the precharge circuit. The pre-charging circuit is used for pre-charging the discharging system, reducing impact current during power-on and protecting the discharging system.

Example two:

the second embodiment of the invention provides a vehicle which comprises the discharge system.

The in-vehicle discharging use working condition is that the vehicle runs or the OK/ON gear parking is carried out, and the running working condition has the condition that the motor control circuit 500 is used simultaneously, so that the bridge arm of the motor control circuit 500 cannot be multiplexed topologically. At present, the discharging function of the vehicle-mounted charger is directly used for discharging in the vehicle topologically, but along with the trend that the vehicle-mounted charger is cancelled on an electric vehicle, it is necessary to use a separate discharging scheme in the vehicle or realize the discharging function in the vehicle by means of the whole vehicle resources.

The invention provides a scheme for integrating a discharge system and a motor control circuit 500, and the integrated discharge system and the motor control circuit 500 have the advantages that the integrated discharge system and the motor control circuit 500 can share a high-voltage direct-current connector, a structural shell, a heat dissipation waterway and a controller chip, so that the resource waste of a whole vehicle is reduced, and the cost of an electric discharge module in a single vehicle is greatly saved. Meanwhile, the scheme of multiplexing the motor control circuit 500 with the boost converter 530 can be used for flatting all voltage platforms of a system with the voltage less than 800V and outputting stable 220V alternating current according to inversion requirements.

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 (12)

1. The utility model provides a discharge system which characterized in that, includes that discharge port in motor control circuit, inverter circuit, filter circuit and the car:

the motor control circuit, the inverter circuit, the filter circuit and the in-vehicle discharging port are connected in sequence, the motor control circuit is connected with the inverter circuit in parallel,

the motor control circuit is at least used for filtering signals output by the power circuit, the inverter circuit is used for converting direct current signals output by the power circuit into alternating current signals, the filter circuit is used for filtering alternating current signals output by the inverter circuit, and the in-vehicle discharging port is used for connecting equipment in a vehicle.

2. The discharge system of claim 1, wherein said motor control circuit includes a first capacitor, said first capacitor being located between said power circuit and said inverter circuit and in parallel with said power circuit.

3. The discharge system of claim 1, wherein the motor control circuit further comprises a boost converter, a first terminal of the boost converter is connected to the negative pole of the power circuit, and a second terminal and a third terminal of the boost converter are connected in parallel to the motor control circuit and the inverter circuit, respectively.

4. The discharge system of claim 3, wherein the boost converter comprises a third leg and a second inductor, a first end of the second inductor forms a first end of the boost converter, a second end of the second inductor is connected to a neutral point of the third leg, the second inductor forms a first end of the boost converter, and an upper leg and a lower leg of the third leg form a second end and a third end of the boost converter, respectively.

5. The discharge system of any of claims 1-3, further comprising a second capacitor, wherein two terminals of the second capacitor are connected to the first terminal and the second terminal of the inverter circuit.

6. The discharge system of any of claims 1-3, wherein said in-vehicle discharge port is disposed on a housing, at least a portion of said housing being electrically connected to said motor control circuit.

7. The discharge system of claim 6, wherein said housing is provided with a high voltage dc connector and a main control board, said motor control circuit sharing said high voltage dc connector and said main control board with said discharge system.

8. The discharge system according to any of claims 1 to 3, wherein a fourth switch is provided between the filter circuit and the in-vehicle discharge opening, and the fourth switch is used for controlling the on or off of the in-vehicle discharge function.

9. The discharge system of any of claims 1-3, wherein the inverter circuit comprises a first leg, a second leg, and a first inductor; the first bridge arm is connected with the second bridge arm in parallel; the upper bridge arm of the first bridge arm and the upper bridge arm of the second bridge arm form a first end of the inverter circuit, and the lower bridge arm of the first bridge arm and the lower bridge arm of the second bridge arm form a second end of the inverter circuit; a first end of the first inductor is connected with a neutral point of the first bridge arm, and a second end of the first inductor forms a third end of the inverter circuit; and the neutral point of the second bridge arm forms a fourth end of the inverter circuit.

10. The discharge system of any of claims 1-3, wherein the power circuit comprises a battery, a pre-charge circuit and a first switch, a first terminal of the pre-charge circuit and a first terminal of the first switch are connected to two terminals of the battery, respectively, and a second terminal of the pre-charge circuit and a second terminal of the first switch form a positive pole and a negative pole of the power circuit, respectively.

11. The discharge system of claim 10, wherein the pre-charge circuit comprises a second switch, a third switch, and a first resistor: the first end of the second switch and the first end of the third switch are connected with the first end of the battery; a first end of the first resistor is connected with a second end of the third switch; the second end of the second switch and the second end of the first resistor form a second end of the pre-charging circuit.

12. A vehicle comprising the discharge system of any one of claims 1-11.

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