WO2013097821A1 - 电动汽车及电动汽车向外供电的系统 - Google Patents

电动汽车及电动汽车向外供电的系统 Download PDF

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Publication number
WO2013097821A1
WO2013097821A1 PCT/CN2012/088084 CN2012088084W WO2013097821A1 WO 2013097821 A1 WO2013097821 A1 WO 2013097821A1 CN 2012088084 W CN2012088084 W CN 2012088084W WO 2013097821 A1 WO2013097821 A1 WO 2013097821A1
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Prior art keywords
module
bidirectional
charging
switch
control
Prior art date
Application number
PCT/CN2012/088084
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English (en)
French (fr)
Inventor
陈伟
齐阿喜
熊燕飞
廖扬
付玉
刘建
Original Assignee
深圳市比亚迪汽车研发有限公司
比亚迪股份有限公司
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Publication date
Priority claimed from CN2011205719323U external-priority patent/CN202455130U/zh
Priority claimed from CN 201220266009 external-priority patent/CN202679006U/zh
Priority claimed from CN201220303636XU external-priority patent/CN202712941U/zh
Application filed by 深圳市比亚迪汽车研发有限公司, 比亚迪股份有限公司 filed Critical 深圳市比亚迪汽车研发有限公司
Publication of WO2013097821A1 publication Critical patent/WO2013097821A1/zh

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
    • B60L3/0046—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to electric energy storage systems, e.g. batteries or capacitors
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L1/00—Supplying electric power to auxiliary equipment of vehicles
    • B60L1/003—Supplying electric power to auxiliary equipment of vehicles to auxiliary motors, e.g. for pumps, compressors
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60L1/00—Supplying electric power to auxiliary equipment of vehicles
    • B60L1/006—Supplying electric power to auxiliary equipment of vehicles to power outlets
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    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
    • B60L3/003—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to inverters
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
    • B60L3/0069—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to the isolation, e.g. ground fault or leak current
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
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    • B60L50/00—Electric propulsion with power supplied within the vehicle
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/10—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by the energy transfer between the charging station and the vehicle
    • B60L53/11—DC charging controlled by the charging station, e.g. mode 4
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/10—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by the energy transfer between the charging station and the vehicle
    • B60L53/14—Conductive energy transfer
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/10—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by the energy transfer between the charging station and the vehicle
    • B60L53/14—Conductive energy transfer
    • B60L53/16—Connectors, e.g. plugs or sockets, specially adapted for charging electric vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/10—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by the energy transfer between the charging station and the vehicle
    • B60L53/14—Conductive energy transfer
    • B60L53/18—Cables specially adapted for charging electric vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60L53/20—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by converters located in the vehicle
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • H—ELECTRICITY
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    • H—ELECTRICITY
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Definitions

  • the present invention relates to the field of electric vehicle technology, and in particular, to a system for externally supplying electric vehicles and an electric vehicle having the system for externally supplying power. Background technique
  • Solution (1) As shown in Figure 1 and Figure 2, the vehicle charging and discharging device in this scheme mainly includes a three-phase power transformer ⁇ , and six thyristor components form a three-phase.
  • the bridge circuit 2 the constant voltage control device AUR and the constant current control device ACR, but this solution seriously wastes space and cost.
  • Solution (2) As shown in Fig. 3, the vehicle charging and discharging device in this solution installs two charging sockets 15', 16' for single/three-phase charging, which increases the cost; the motor drive circuit includes the inductance L1' and The filter module composed of capacitor C1', when the motor is driven, the three-phase current is generated by the filter module, which is a waste of battery power; when the program is charged and discharged, the inverter 13' rectifies/inverts the alternating current, rectification/ The voltage after inverter is not adjustable, and the applicable battery operating voltage range is narrow.
  • an object of the present invention is to at least solve one of the above technical drawbacks.
  • an object of the present invention is to provide a system for externally supplying electric vehicles, which can provide power to the outside of the electric vehicle, thereby improving the function of the electric vehicle.
  • Another object of the present invention is to provide an electric vehicle.
  • an electric power supply system for an electric vehicle includes: a power battery; a charging and discharging socket, the charging and discharging socket is connected to an external load; a bidirectional DC/DC module, the bidirectional DC The first DC end of the /DC module is connected to the other end of the power battery, and the second DC end of the bidirectional DC/DC module is connected to one end of the power battery, wherein the first DC end is a common DC terminal of the bidirectional DC/DC module input and output; a bidirectional DCZAC module, a first DC end of the bidirectional DC/AC module is connected to one end of the power battery, and the bidirectional DC/AC module is The second DC end is connected to the other end of the power battery; the charge and discharge control module, one end of the charge and discharge control module is connected to the AC end of the bidirectional DC/AC module, and the other end of the charge and discharge control module a charging and discharging socket is connected; and a controller module, wherein the controller
  • the electric vehicle is powered outward, and the embodiment of the present invention can increase the function of the electric vehicle, so that the electric vehicle can be charged to the external load, thereby increasing the applicability of the electric vehicle.
  • the power supply of the electric vehicle to the external load can ensure the flexibility of the electric vehicle and improve the role of the electric vehicle in an emergency.
  • the electric appliance can be powered by the electric vehicle, which is convenient for the user to use outdoors. .
  • an embodiment of another aspect of the present invention also provides an electric vehicle including the above-described externally powered system.
  • FIG. 1 is a circuit diagram of a conventional vehicle charging and discharging device
  • FIG. 2 is a schematic diagram of control of a conventional vehicle charging and discharging device
  • FIG. 3 is a circuit diagram of another conventional vehicle charging and discharging device
  • 4 is a block diagram showing a system for supplying power to an electric vehicle according to an embodiment of the present invention
  • 5 is a top plan view of a system for supplying power to an electric vehicle according to an embodiment of the present invention
  • FIG. 6 is a further block diagram of a system for supplying power to an electric vehicle according to an embodiment of the present invention
  • FIG. 7 is a block diagram of a controller module according to an embodiment of the present invention.
  • FIG. 8 is a functional judgment flow chart of a system for supplying power to an electric vehicle according to an embodiment of the present invention
  • FIG. 9 is a block diagram showing a motor drive control function of an electric power supply system of an electric vehicle according to an embodiment of the present invention
  • FIG. 10 is a flow chart showing the start-up and judgment of the charging and discharging function of the system for supplying electric power to the electric vehicle according to an embodiment of the present invention
  • FIG. 1 is a control flow chart of a system for supplying power to an electric vehicle according to an embodiment of the present invention in a charging operation mode;
  • Figure 12 is a flow chart showing the control of the system for externally supplying electric vehicles according to an embodiment of the present invention at the end of charging of the electric vehicle;
  • FIG. 13 is a circuit diagram showing a connection between an electric vehicle and a power supply apparatus according to an embodiment of the present invention
  • FIG. 14 is a schematic diagram showing charging of an electric vehicle in parallel by using two externally powered systems according to another embodiment of the present invention
  • FIG. 15 is a schematic illustration of a charge and discharge socket in accordance with one example of the present invention.
  • Figure 16 is a schematic view of an off-grid discharge plug according to another example of the present invention.
  • FIG. 17 is a structural diagram of a power carrier communication system for an electric vehicle according to still another embodiment of the present invention.
  • FIG. 18 is a block diagram of a power carrier communication device;
  • 19 is a schematic diagram of communication between eight power plant communication devices and corresponding control devices
  • Figure 21 is a block diagram showing the structure of a system for supplying power to an electric vehicle according to still another embodiment of the present invention. detailed description
  • correction page (Article 91) relationship.
  • present invention provides examples of various specific processes and materials, but one of ordinary skill in the art will recognize the applicability of other processes and/or the use of other materials.
  • first features described below are The structure of the second feature may include an embodiment in which the first and second features are formed in direct contact, and may also include an embodiment in which additional features are formed between the first and second features, such that the first The second feature may not be in direct contact.
  • the terms “installation”, “connected”, and “connected” are to be understood broadly, and may be, for example, mechanical or electrical, or both.
  • the internal communication of the components may be directly connected or indirectly connected through an intermediate medium.
  • the specific meanings of the above terms may be understood according to specific situations.
  • an electric power supply system for an electric vehicle includes a power battery 10, a charging and discharging socket 20, a bidirectional DC/DC module 30, a bidirectional DC/AC module 50, a charge and discharge control module 70, and Controller module 80.
  • the charging and discharging socket 20 is connected to an external load (not shown in FIG. 4), and the external load is but not limited to: electrical equipment.
  • the first DC terminal a1 of the bidirectional DC/DC module 30 is connected to the other end of the power battery 10.
  • the second DC terminal a2 of the bidirectional DC/DC module 30 is connected to one end of the power battery 10, and the first DC terminal a1 is The common DC terminal of the input and output of the bidirectional DC/DC module 30.
  • the first DC terminal bl of the bidirectional DC/AC module 50 is connected to one end of the power battery 10, and the second DC terminal b2 of the bidirectional DC/AC module 50 is connected to the other end of the power battery 10.
  • the controller module 80 is connected to the charge and discharge control module 70.
  • the controller module 80 is configured to control the bidirectional DC/DC module 30 and the bidirectional DC/AC module 50 to convert the voltage of the power battery 10 into a preset voltage value, and charge the battery.
  • the discharge control module 70 and the charge and discharge receptacle 20 are provided to an external load (electrical device).
  • the alternating current of the preset voltage value is an alternating current that can be supplied to or used to charge the electrical device.
  • the externally powered system further includes: a connection component LIN, a connection component, a LIN connection in the charge
  • connection component LIN includes: a charging gun interface INT1 and a power interface INT2, wherein the charging gun interface INT1 is connected to the charging and discharging socket 20.
  • the power interface INT2 is connected to the charging gun interface INTI, and the power interface INT2 is provided with an interface for external connection.
  • the outwardly powered system may further include: a drive control switch 40 and a motor control switch 60, wherein one end of the drive control switch 40 is connected to one end of the power battery 10, and the other end of the drive control switch 40 is bidirectional.
  • the third DC terminal a3 of the DC/DC module 30 is connected.
  • One end of the motor control switch 60 is connected to the AC terminal c of the bidirectional DC/AC module 50, and the other end of the motor control switch 60 is connected to the motor M.
  • the controller module 80 is coupled to a drive control switch 40 and a motor control switch 60 for controlling the drive switch 40 and the motor based on the current mode of operation of the externally powered system. Control switch 60 is controlled.
  • the operating mode in which the externally powered system is currently located may include a driving mode and a charging and discharging mode.
  • the controller module 80 controls the drive control switch 40 to close to close the bidirectional DC/DC module 30, and controls the motor control switch 60 to close to drive the motor M normally, and The control charge and discharge control module 70 is turned off.
  • the controller module 80 controls the drive control switch 40 to open to activate the bidirectional DC/DC module 30, and controls the motor control switch 60 to open to the motor M.
  • the removal, and control of the charge and discharge control module 70 is closed, so that the external power source can normally charge the power battery 10.
  • the first DC terminal al and the third DC terminal a3 of the bidirectional DC/DC module 30 are connected to the positive and negative terminals of the DC bus.
  • the system for supplying power to the electric vehicle further includes a first pre-charge control module 101, and one end of the first pre-charge control module 01 is connected to one end of the power battery 10.
  • the other end of the first pre-charge control module 101 is connected to the second DC terminal a2 of the bidirectional DC/DC module 30, and the first pre-charge control module 101 is used for the capacitor C1 and the bus capacitor CO in the bidirectional DC/DC module 30.
  • Precharging is performed, wherein the bus capacitor CO is connected between the first DC terminal a1 of the bidirectional DC/DC module 30 and the third DC terminal a3 of the bidirectional DC/DC module 30.
  • the first pre-charge control module 101 includes a first resistor R1, a first switch K1, and a second switch K2. One end of the first resistor R1 is connected to one end of the first switch K1, the other end of the first resistor R1 is connected to one end of the power battery 10, and the other end of the first switch K1 is connected to the second DC end a2 of the bidirectional DC/DC module 30. Connected, the first resistor R1 and the first switch K1 are connected in series and then connected in parallel with the second switch K2, wherein the controller module 80 controls the first switch K1 to be closed when the externally powered system is started to be in the bidirectional DC/DC module 30.
  • the capacitor C1 and the bus capacitor CO are precharged, and when the voltage of the bus capacitor CO and the voltage of the power battery 10 are at a predetermined multiple, the first switch K1 is controlled to be turned off while the second switch K2 is controlled to be closed.
  • the bidirectional DC/DC module 30 further includes an extraction switch Q1 and a second switch Q2.
  • Correction page (Article 91) a first diode D1, a second diode D2, a first inductor L1 and a first capacitor CI, wherein the first switching transistor Q1 and the second switching transistor Q2 are connected in series with each other, and the first switching transistor is connected in series with each other Q 1 and the second switching transistor Q2 are connected between the first DC terminal a1 and the third DC terminal a3 of the bidirectional DC/DC module 30, and the first switching transistor Q1 and the second switching transistor Q2 are controlled by the controller module 80. And having a first node A between the first switching transistor Q1 and the second switching transistor Q2.
  • the first diode D 1 is connected in anti-parallel with the first switching transistor Q1, and the second diode D2 is connected in anti-parallel with the second switching transistor Q2.
  • One end of the first inductor L1 is connected to the first node A, and the first inductor The other end of L1 is connected to one end of the power battery 10.
  • One end of the first capacitor C 1 is connected to the other end of the first inductor L 1 , and the other end of the first capacitor C1 is connected to the other end of the power battery 10 .
  • the system for supplying power to the electric vehicle further includes a leakage current reduction module 102, and the leakage current reduction module is connected to the first straight line of the bidirectional DC/DC module 30.
  • the flow end a1 is between the third DC terminal a3 of the bidirectional DC/DC module 30.
  • the leakage current reduction module 102 includes a second capacitor C2 and a third capacitor C3.
  • One end of the second capacitor C2 is connected to one end of the third capacitor C3, and the other end of the second capacitor C2 is connected to the bidirectional DC/DC module 30.
  • the other end of the third capacitor C3 is connected to the third DC terminal a3 of the bidirectional DC/DC module 30, wherein the second capacitor C2 and the third capacitor C3 have a second node B.
  • the leakage current reduction module 102 houses two capacitors C2 and C3 of the same type, which are installed between the positive and negative terminals of the DC bus and the midpoint potential of the three-phase AC.
  • the generated high-frequency current can be fed back to the DC side. , which can effectively reduce the residual current of the system during operation.
  • the electric vehicle externally powered system further includes a filtering module 103, a filtering control module 104, an EMI module 105, and a second pre-charging control module 106.
  • the filter module -03 is connected between the bidirectional DC/AC module 50 and the charge and discharge control module 70.
  • the filtering module 103 includes inductors L A , L B .
  • L c and capacitors C4, C5, C6, and the bidirectional DC/AC module 50 may include six IGBTs between the upper and lower IGBTs.
  • the connection points are respectively connected to the filter module 103 and the motor control switch 60 via a power bus.
  • the filter control module 104 is connected between the second node B and the filter module 103, and the filter control module 104 is controlled by the controller module 80, which is currently located in the system to which the power is supplied.
  • the control filter control module 104 is disconnected when the operating mode is the drive mode.
  • the filter control module 104 can be a capacitor switching relay and is composed of a contactor K10.
  • the EMI module 105 is connected between the charging and discharging socket 20 and the charge and discharge control module 70.
  • the second pre-charge module 106 is connected in parallel with the charge and discharge control module 70.
  • the second pre-charge control module 106 is configured to pre-charge the capacitors C4, C5, and C6 in the filter module 103.
  • the second pre-charge control module 106 includes three resistors R A , R B , Rc and a three-phase pre-charge switch K9 connected in series.
  • the charge and discharge control module 70 further includes a three-phase switch ⁇ 8 and/or a single-phase switch ⁇ 7 for achieving three-phase charging or single-phase charging.
  • the controller module 80 controls the first switch K1 to be closed to perform the first capacitor C1 and the bus capacitor CO in the bidirectional DC/DC module 30.
  • the first switch K1 is controlled to be turned off while the second switch K2 is controlled to be closed.
  • the main components of the battery low temperature activation technology are realized by the bidirectional DC/DC module 30 and the large-capacity bus capacitor CO directly connected between the power bus, that is, the DC bus, for passing the power of the power battery 10 through the bidirectional DC/DC module.
  • the bidirectional DC/DC module 30 is charged into the large-capacity bus capacitor CO, and then the electric energy stored in the large-capacity bus capacitor C0 is charged back to the power battery 10 through the bidirectional DC/DC module 30 (that is, when the power battery is charged), and the power battery 10 is cyclically charged and discharged.
  • the temperature of the power battery rises to the optimum operating temperature range.
  • the controller module 80 controls the drive control switch 40 to close to close the bidirectional DC/DC module 30, and controls the motor control switch 60 to close to drive the motor M normally, and The control charge and discharge control module 70 is turned off. In this way, the DC power of the power battery 10 is inverted to the AC by the bidirectional DC/AC module 50 and sent to the motor M.
  • the rotation transformer decoder technology and the space vector pulse width modulation (SVPWM) control algorithm can be used to control the operation of the motor M. .
  • the controller module 80 controls the driving control switch 40 to open to activate the bidirectional DC/DC module 30, and controls the motor control switch 60 to open to the motor M.
  • the power module 10 can be normally charged by removing and controlling the charge and discharge control module 70 to be closed so that an external power source such as three-phase power or single-phase power is passed through the charge and discharge socket 20. That is to say, by detecting the charging connection signal, the AC grid power system and the vehicle battery management related information, the bidirectional DC/AC module 50 is used for the controllable rectification function, and combined with the bidirectional DC/DC module 30, the single phase/three can be realized.
  • the phase power charges the power battery 10.
  • the system for externally supplying power to an electric vehicle can increase the function of the electric vehicle, so that the electric vehicle can be externally charged for charging, thereby increasing the applicability of the use of the electric vehicle.
  • the power supply of the electric vehicle to the external power supply can ensure the flexibility of use of the electric vehicle and improve the role of the electric vehicle in an emergency situation.
  • the electric power can be supplied to the household appliance through the electric steam, which is convenient for the user to use outdoors.
  • the system for supplying power to the electric vehicle may further include a high voltage distribution box 90, a meter 107, a tube bud 108, and a vehicle signal 109.
  • the drive control switch
  • the first switch K1 and the second switch K2 may be disposed in the high voltage distribution box 90.
  • the controller module 80 includes a control board 201 and a drive board 202.
  • the control module on the control board 201 is controlled by two high-speed digital signal processing chips (DSP 1 and DSP 2).
  • the control module on the control board 201 is connected to the vehicle information interface 203 and exchanges information with each other.
  • the control module on the control board 201 receives the bus voltage sampling signal, the IPM protection signal, and the IGBT temperature sampling signal output from the driving module on the driving board 202, and simultaneously outputs the pulse width modulation PWM signal to the driving module.
  • DSP2 is used for information acquisition DSP1 sampling unit output throttle signal, bus voltage sampling signal, brake signal, DC side voltage sampling signal, motor current Hall V phase signal, motor current Hall W phase Signal, charge control current Hall U phase signal, charge control current Hall V phase signal, charge control current Hall W phase signal, DC current Hall signal, inverter voltage U phase signal, inverter voltage V phase signal, inverse Variable voltage W-phase signal, grid voltage U-phase signal, grid voltage V-phase signal, grid voltage W-phase signal, inverter U-phase capture signal, grid U-phase capture signal, etc.
  • switch control unit output DSP A in DSP1 Phase switching signal, motor B phase switching signal, grid A phase switching signal, grid B phase switching signal, grid C phase switching signal, three phase precharge switching signal and capacitor switching relay signal, etc.
  • the driving unit in DSP1 outputs A phase PWM1 Signal, A-phase PWM2 signal, B-phase PWM1 signal, B-phase PWM2 signal, C-phase PWM1 signal
  • the sampling unit in DSP2 outputs power supply monitoring signal, power supply monitoring signal, throttle 1 signal, brake 2 signal, throttle 2 signal, brake 1 signal, motor analog temperature signal, leakage sensor signal, heat sink temperature signal, DC side inductor temperature sampling.
  • the charge and discharge control unit in DSP2 outputs charge and discharge switch signal, sleep signal, The discharge PWM signal, the battery manager BMS signal, the charge and discharge output control signal, the CP signal, and the CC signal, etc., and the DSP 2 also has CAN communication and serial communication functions.
  • the electric power supply system of the electric vehicle proposed in the embodiment of the present invention integrates the motor driving function, the vehicle control function, the AC charging function, the grid-connected power supply function, the off-network belting function, and the vehicle-to-vehicle charging function.
  • the externally powered system does not simply integrate the various functional modules into one body, but on the basis of the motor drive control, by adding some peripheral devices, the system functions are diversified, and space saving is maximized. Cost, increase power density. -
  • the DC power of the power battery 10 is inverted into AC power by the bidirectional DC/AC module 50 and sent to the motor M, which can be controlled by a rotary transformer decoder technology and a space vector pulse width modulation (SVPWM) control algorithm. The operation of the motor M.
  • SVPWM space vector pulse width modulation
  • the system function judging process includes the following steps:
  • step S903 If there is a charging connection signal, then go to step S903, if not, go to step urea 904.
  • the throttle, gear and brake signals are also required to be judged.
  • the gear position is N
  • the hand brake, and the charging connection that is, the CC signal is valid (that is, the charging and discharging socket 20 is connected with the charging connection device)
  • the charging and discharging control flow is entered.
  • the controller module 80 controls the motor control switch 60 to be closed, notifies the battery manager 108 via CAN communication, and the battery manager 108 controls the high voltage distribution box 90 to precharge C1 and CO, the controller module 80 detects the bus voltage 187, determines whether the pre-charge is successful, and successfully informs the battery manager 108 to close the drive control switch 40 after successful, the system enters the drive mode, and the controller module 80 collects the vehicle information, and processes the motor through comprehensive judgment. M is driven.
  • the controller module 80 transmits a PWM signal to control the bidirectional DC/AC module 50, inverts the DC power of the power battery 10 to AC power, and supplies it to the motor M, and the controller module 80
  • the rotor position is solved by the resolver, and the bus voltage and the motor 8 and C phase currents are collected to enable the motor M to operate accurately. That is to say, the controller module 80 adjusts the PWM signal according to the motor B, the C-phase current signal sampled by the current sensor and the feedback information of the rotary transformer, and finally enables the motor M to operate accurately.
  • the throttle, brake and gear position information of the vehicle are judged, the current operating conditions are judged, and the acceleration, deceleration and energy feedback functions of the vehicle are realized, so that the whole vehicle can safely and reliably operate under various working conditions, and the vehicle is guaranteed. Safety, power and peace.
  • the charging and discharging connection device that is, the charging and discharging socket is physically connected, and the power supply is normal.
  • the power supply device detects the charging signal.
  • the CC connection is normal. If yes, proceed to step S1103;
  • the power supply device detects whether the voltage of the CP detection point is 9V. If yes, the process goes to step S1106; if no, the process returns to step S1102 to continue the detection.
  • 9V is a preset example value.
  • the controller module detects the charging signal whether the CC connection is normal. If yes, go to step S1105; if no, go back to step S1104 to continue the detection.
  • control flow of the externally powered system in the charging mode includes the following steps:
  • step S1202 Determine whether the system is fully started after the system is powered. If yes, go to step S1202; if no, go back to step S1201 to continue the determination.
  • step S1203 Determine whether the CP detection point detects a PWM signal with a fixed duty ratio. If yes, go to step S1204; if no, go to step S1205.
  • step S1206 sending a charging connection normal charging ready message, receiving the BMS charging permission, charging the contactor to pick up the message, and proceeding to step S1206.
  • the controller module pulls in the internal switch.
  • step S1207 Determine whether the external charging device detects no PWM wave transmission within a preset time, for example, 1.5 seconds. If yes, go to step S1208; if no, go to step S1209.
  • 51210 Determine whether the AC input is normal within a preset time, for example, within 3 seconds. If yes, go to step S1213; if no, go to step
  • the capacity of the charging connection device is determined according to the resistance value of the detected CC signal, and the CP signal is detected to determine whether the connection is completely connected, and the charging and discharging connection device is connected. After the connection is confirmed, the charging connection is normal and the charging ready message is sent.
  • the battery manager 108 controls the high voltage distribution box 90 to close the first switch K1 for pre-charging. After the pre-charging is completed, the K1 is disconnected, and the second switch ⁇ 2 is closed.
  • the controller module 80 receives the BMS charging permission, the second switch ⁇ 2 pulls the message, and the charging and discharging are ready.
  • the instrument setting functions are as follows: AC charging function (GtoV), off-grid function (VtoL), grid-connected power supply (VtoG) and vehicle-to-vehicle charging function (VtoV).
  • GtoV AC charging function
  • VtoL off-grid function
  • VtoG grid-connected power supply
  • VtoV vehicle-to-vehicle charging function
  • the externally powered system receives the meter charging command, and the battery manager 108 allows the maximum charging current, the maximum supply current of the power supply device, and the rated current of the charging and discharging connection device, that is, the charging and discharging socket 20,
  • the controller module 80 determines the minimum charging current among the three, and automatically selects the charging related parameters.
  • the outwardly powered system samples the alternating current delivered by the power supply device through the grid voltage sampling 183, and the controller module 80 calculates the effective value of the alternating current voltage through the sampled value, determines the alternating current frequency by capturing, and determines according to the voltage value and the frequency.
  • Out of AC power system, # & grid power system select control parameters.
  • the controller module 80 controls the K9 in the second pre-charging module 106 and the contactor K10 in the filter control module 104 to charge, and charges the DC-side bus capacitor C0, and the controller module 80 passes the 187-pair bus capacitor.
  • the voltage is sampled, and when the capacitor voltage reaches a selected control parameter, for example, a predetermined multiple of the voltage of the power battery, the three-phase switch K8 is controlled to be pulled, and K9 is turned off.
  • the externally powered system sends a PWM signal according to the pre-selected parameters, and the bidirectional DC/AC module 50 is controlled to rectify the alternating current, and then the bidirectional DC/DC module 30 controls the voltage according to the power battery voltage.
  • the controller module 80 performs closed-loop current loop adjustment on the entire externally powered system according to the phase currents pre-selected by the target charging current and the current sampling 184. Finally, the power battery 10 is charged.
  • the bidirectional DC/AC module 50 is used for the controllable rectification function, and the bidirectional DC/DC module 30 is combined to realize the single phase/three phase The electric battery 10 is charged.
  • VtoL Off-grid carrying function
  • the externally powered system receives the VtoL command from the instrument. First, it is judged whether the SOC of the power battery is in the dischargeable range. If the discharge is allowed, the output is controlled according to the command. According to the rated current of the charging and discharging connection device, the maximum output power is intelligently selected and given the control parameters, and the system enters the control flow.
  • the controller module 80 controls the pull-in three-phase switch K8 and the contactor ⁇ 10, and sends a PWM signal according to the battery voltage and the given output voltage to control the bidirectional DC/DC module 30 to adjust the voltage, and reach the target value and then deliver the signal to the bidirectional DC.
  • the /AC module 50 inverts the direct current into alternating current, and can directly supply power to the powered device through a dedicated charging socket. During this process, the controller module 80 adjusts according to the voltage sampling 183 feedback to ensure safe and reliable operation of the load.
  • the system is powered on, when connected to the V to L control command of the instrument and the output electrical system requirements, the charging connection signal and the battery management information of the vehicle are detected, and the DC/DC voltage conversion is performed according to the voltage of the battery, and the bidirectional DC is borrowed.
  • the /AC module 50 performs an AC inverter function to output a stable single-phase/three-phase AC voltage.
  • VtoG Grid-connected power supply function
  • Correction page (Article 91) Determine whether the power battery soc is in the discharge range, such as ⁇ allow discharge, and then select the output power according to the command. According to the rated current of the charge and discharge connection device, intelligently select the output maximum output power and give the control parameters, and the external power supply system enters. Control process. First, the controller module 80 controls the pull-in three-phase switch K8 and the contactor K10, and sends a PWM signal according to the battery voltage and the given output voltage to control the bidirectional DC/DC module 30 to adjust the voltage after passing through the bidirectional DC/AC module 50. Inverting the direct current into alternating current, according to the pre-selected discharge current target value and the phase current fed back by the current sample 184, the closed loop current loop adjustment is performed on the entire outwardly powered system to realize grid-connected discharge.
  • the externally powered system is powered on, and when connected to the V to G control command of the instrument, the charging connection signal, the AC grid electrical system and the vehicle battery management information are detected, and the DC/DC voltage is performed according to the voltage of the battery.
  • the conversion borrowing the bidirectional DC/AC module 50 for AC inversion, realizes the discharge function of the single-phase and three-phase vehicles to the grid.
  • V to V Vehicle-to-vehicle charging function
  • the V to V function requires a dedicated connection plug.
  • the externally powered system detects that the charging connection signal CC is valid, it detects that its level is confirmed as VTOV dedicated charging. Plug, wait for the meter command.
  • the vehicle A is charging the vehicle B
  • the vehicle A is set to the discharge state, that is, set to the off-network loading function
  • the vehicle B is set to the AC charging state
  • the controller module of the vehicle A transmits the charging connection normal charging ready message to
  • the battery manager controls the charging and discharging circuit pre-charging, and after completion, the charging is allowed
  • the charging contactor picks up the message to the controller module
  • the externally powered system performs a discharging function and sends a PWM signal.
  • the vehicle B After receiving the charging command, the vehicle B detects the CP signal, and determines that the powered vehicle A is ready.
  • the controller module 80 sends a connection normal message to the battery manager, and the battery manager completes the pre-filling process after receiving the command.
  • the controller module is notified that the entire externally powered system is ready to be charged, the charging function (G to V) is activated, and finally the vehicle charging function is implemented.
  • the system is powered on, when connected to the V to V control command of the instrument, detecting the charging connection signal and the relevant information of the vehicle battery management, setting the vehicle to the AC output power state, and simulating the external charging device outputting the CP signal function, Realize interaction with vehicles that need to be recharged.
  • the vehicle performs DC/DC voltage conversion according to the voltage of the battery, and performs bidirectional inverter by using the bidirectional DC/AC module 50 to realize the charging function of the single-phase/three-phase vehicle to the vehicle.
  • the control flow of the externally powered system at the end of charging of the electric vehicle includes the following steps:
  • the power supply device disconnects the power supply switch, stops the AC output, and proceeds to step S1305.
  • the controller module controls to stop charging, and performs unloading, and proceeds to the next step S1303.
  • the power supply device 301 is connected to the vehicle plug 303 of the electric vehicle 1000 through the power supply plug 302, thereby realizing charging of the electric vehicle 1000.
  • the externally powered system of the electric vehicle detects the CP signal through the detection point 3 and detects the CC signal through the detection point 4, and the power supply device detects the CP signal through the detection point 1 and detects the CC signal through the detection point 2.
  • the internal switch S2 in the power supply plug 302 and the vehicle plug 303 is controlled to be disconnected.
  • the electric vehicle may also charge the power battery in parallel by using a plurality of outwardly powered systems, for example, by charging two power systems in parallel to charge the power battery, two of which are outwardly
  • the powered system shares a controller module.
  • the electric vehicle charging system includes a power battery 10, a first charging branch 401, a second charging branch 402, and a controller module 80.
  • the first charging branch 401 and the second charging branch 402 each include a charging and discharging socket 20, a bidirectional DC/DC module 30 bus capacitor C0, a bidirectional DC/AC module 50, a filtering module 103, a charging and discharging control module 70, and a Two pre-fill modules 106.
  • the first charging branch 401 and the second charging branch 402 further include a fuse FU.
  • the power battery 10 is connected to the first charging branch through the first pre-charging control module 101, and the power battery 10 is also connected to the second charging branch through the first pre-charging control module 101, and the controller module 80 and the first charging branch respectively
  • the 401 is connected to the second charging branch 402.
  • the controller module 80 is configured to receive the charging signal
  • the control power grid charges the power battery 10 through the first charging branch 401 and the second charging branch 402, respectively.
  • Still another embodiment of the present invention also provides a charging control method for an electric vehicle, the charging control method comprising the following steps:
  • Step S1 The controller module detects that the first charging branch is connected to the power supply device through the charging and discharging socket, and when the second charging branch is connected to the power supply device through the charging and discharging socket, sends a charging connection signal to the battery manager.
  • Step S2 After receiving the charging connection signal sent by the controller module, the battery manager detects and determines whether the power battery needs to be charged. When the power battery needs to be charged, the next step is performed.
  • Step S3 the battery manager sends a charging signal to the controller module.
  • Step S4 When the controller module receives the charging signal, the control power grid charges the power battery through the first charging branch and the second charging branch respectively.
  • the controller module charges the power battery through the first charging branch and the second charging branch respectively by controlling the power grid, so that the charging power of the electric vehicle increases. Thereby, the charging time is greatly shortened, the fast charging is realized, and the time cost is saved.
  • the above-mentioned electric vehicle is powered out to a wide range of systems, has a single-phase three-phase switching function, and is adapted to different national grid electrical standards.
  • the charging and discharging socket 20 has a function of switching between two charging sockets (for example, American standard and European standard).
  • the charging and discharging socket 20 comprises a single-phase charging socket 501 such as an American standard, a three-phase charging socket 502 such as an European standard, and two high voltage contactors K503, 504.
  • the single-phase charging socket 501 is shared with the CC, CP, and PE of the three-phase charging socket 502, and the N-phase line of the single-phase charging socket 501 is connected to the eight-phase of the three-phase charging socket 503 through the contactors K503 and 504.
  • the control contactors ⁇ 503 and ⁇ 504 are closed, so that the ⁇ and ⁇ phases of the three-phase charging socket 502 and the L and N phase lines of the single-phase charging socket 501 are turned on, and the three-phase charging is performed.
  • the socket 502 is not used, and the N-phase line of the single-phase charging socket 501 is connected to the charging plug by the A and B phases of the three-phase charging socket 502, and the controller module 80 can normally realize the single-phase charging function.
  • a single-phase switch K7 is added between the N-line and the B-phase line by using a standard 7-pin socket, and the controller module 80 receives a single-phase charge and discharge command, and controls the single-phase switch K7 to be closed.
  • the B phase line and the N line are connected, and the A and B phases are used as the L and N phase wires.
  • the connection plug needs to use a dedicated connection plug, or a connection plug whose B and C phases are not used.
  • the system for external power supply will detect the voltage of the power grid according to the controller module 80, determine the frequency of the power grid and the single phase/three phase through calculation, and calculate the information and obtain the power system.
  • the controller module 80 selects different control parameters according to the type of the charging and discharging plug 20 and the grid system, and controls the bidirectional DC/AC module 50 to perform controlled rectification of the AC voltage, and the bidirectional DC/DC module 30 performs DC power according to the battery voltage.
  • the pressure is regulated and finally delivered to the power battery 10.
  • the off-grid discharge plug is a two-, three-, and four-core socket that is connected to the charging plug and can output single-phase, three-phase, four-phase electrical systems. Electricity.
  • FIG. 17 is a block diagram of a power plant communication system for an electric vehicle according to still another embodiment of the present invention.
  • the power plant communication system 2000 for an electric vehicle includes a plurality of control devices 110, a vehicle power line 120, and a plurality of power plant communication devices 130.
  • the plurality of control devices 110 each have a communication interface, such as but not limited to: a serial communication interface SCI.
  • the automotive power line 120 supplies power to a plurality of control devices 1 10 and communicates between the plurality of control devices 1 10 via the automotive power line 120.
  • the plurality of power plant communication devices 103 are associated with the plurality of control devices 110, and the plurality of control devices 110 are connected to the corresponding power plant communication devices 130 through respective communication interfaces, and the plurality of power plant wave communication devices 130
  • the plurality of power plant communication devices 130 are connected to the vehicle power line 120 to obtain a carrier signal from the vehicle power line 120 to demodulate the carrier signal and transmit the signal to the corresponding control device, and receive the information sent by the corresponding control device. And modulating the information and transmitting it to the car power line 120.
  • a plurality of control devices 1 10 include control device 1 to control device N (N > 2, N is an integer).
  • the plurality of power plant communication devices 130 corresponding thereto include the power wave carrier device 1 to the power wave carrier device 1.
  • Correction page (Article 91)
  • the power carrier device 1 acquires a carrier wave signal transmitted from the power wave carrier device 2 from the vehicle power line 120, the carrier wave signal is from the control device 2, and is The power carrier device 2 is modulated and transmitted to the automotive power line 120.
  • each of the power plant communication devices 130 includes a coupler 131, a filter 133, an amplifier 134, and a modem 132 that are sequentially connected.
  • a plurality of power plant communication devices are connected to the gateway 300 through the vehicle power harnesses 121, 122, each of the power wave communication devices and a control device.
  • the power carrier communication device 1 corresponds to the transmission control device 111
  • the power plant communication device 2 corresponds to the engine control device 112
  • the power plant communication device 3 corresponds to the active suspension device
  • the power plant communication device 5 corresponds to the safety air pump 115
  • the power cutting communication device 6 corresponds to the meter display 116
  • the power plant communication device 7 corresponds to the fault diagnosis 117
  • the power plant communication device 8 corresponds to the lighting device 1 18 .
  • the method for data reception by the power plant communication system includes the following steps:
  • the system program When the S210K system is powered on, the system program enters the state of receiving data from the power line.
  • step S2103 if yes, go to step S2103; if no, go to step S2104.
  • the power plant communication communication system for an electric vehicle According to the power plant communication communication system for an electric vehicle according to the present embodiment, data transmission and sharing between the various control systems in the vehicle can be realized without increasing the wiring harness of the automobile, and the power line using the power line as the communication medium can be used. Wave communication, avoiding the construction and investment of new communication networks, reduces manufacturing costs and maintenance difficulties.
  • the above-mentioned electric vehicle is powered by a water-cooling method.
  • the structure of the box structure is shared by the inductor water channel and the IGBT water channel, which solves the heat dissipation and the heat dissipation. Space problem.
  • the layout of the cabinet structure is divided into two layers.
  • the back of the IGBT cooling water channel heats the filter module.
  • the inductor it is made into an inductor slot 601.
  • the heat is transmitted from the side of the inductor slot 601, and finally the heat is taken through the water channel 602.
  • the high thermal conductivity of the glue is fixed, increasing the thermal conductivity and mechanical strength of the overall design.
  • the system for external power supply in this embodiment uses water cooling to dissipate heat, and the heat dissipation effect is better than air cooling mode. Under the same power, the volume of the filter module can be reduced, and the volume and weight of the system that is externally powered out can be reduced.
  • an embodiment of another aspect of the present invention also provides an electric vehicle including the above-described externally powered system.
  • the electric vehicle can be charged with high power through three-phase or single-phase electric power, which is convenient for the user to quickly charge the electric vehicle anytime and anywhere, saving time and cost and meeting people's needs.
  • the electric vehicle is powered outward, and the embodiment of the present invention can increase the function of the electric vehicle, so that the electric vehicle can be externally charged for charging, thereby increasing the applicability of the electric vehicle.
  • the external power supply of the electric vehicle can ensure the flexibility of use of the electric vehicle and improve the role of the electric vehicle in an emergency.
  • the electric appliance can be powered by the electric vehicle, which is convenient for the user to use outdoors.
  • a "computer-readable medium” can be any apparatus that can contain, store, communicate, propagate, or transport the program for use by the instruction execution system, apparatus, or device, or in conjunction with the instruction execution system, apparatus, or device.
  • computer readable media include the following: electrical connections (electronic devices) having one or more wires, portable computer disk cartridges (magnetic devices), random access memory (RAM), Read only memory (ROM), erasable editable read only memory (EPROM or flash memory), fiber optic device, and portable compact disk read only memory (CDROM), in addition, the computer readable medium can even be printed thereon Paper of the program or other suitable medium, as the program can be obtained electronically, for example by optical scanning of paper or other medium, followed by editing, interpretation or, if necessary, processing in other suitable manner, and then It is stored in computer memory.
  • portions of the invention may be implemented in hardware, software, firmware or a combination thereof.
  • multiple steps or methods may be implemented in software or firmware stored in a memory and executed by a suitable instruction execution system.
  • a suitable instruction execution system For example, if implemented in hardware, as in another embodiment, it can be implemented by any of the following techniques known in the art or a combination thereof: having logic for implementing data signals
  • Correction page (Article 91) A discrete logic circuit of a functional logic gate circuit, an application specific integrated circuit with a suitable combinational logic gate circuit, a programmable gate array (PGA), a field programmable gate array (FPGA), and the like.
  • PGA programmable gate array
  • FPGA field programmable gate array
  • each functional unit in each embodiment of the present invention may be integrated into one processing module, or each unit may exist physically separately, or two or more units may be integrated into one module.
  • the above integrated modules can be implemented in the form of hardware or in the form of software functional modules.
  • the integrated modules, if implemented in the form of software functional modules and sold or used as stand-alone products, may also be stored in a computer readable storage medium.
  • the above-mentioned storage medium may be a read only memory, a magnetic disk or an optical disk or the like.

Abstract

一种电动汽车及其向外供电的系统，该系统包括：动力电池（10）、与外接负载相连的充放电插座（20）、双向DC/DC模块（30）、双向DC/AC模块（50）、充放电控制模块（70）和控制器模块（80），控制器模块与充放电控制模块相连，用于控制双向DC/DC模块和双向DC/AC模块将动力电池的电压转换为预设电压值的交流电，并通过充放电控制模块和充放电插座提供至外接负载。从而可以使用民用或工业交流电网对电动汽车进行高效、快捷的大功率交流充电，适用电池工作电压范围宽，并且节省空间和成本。

Description

电动汽车及电动汽车向外供电的系统 技术领域
本发明涉及电动汽车技术领域， 特别涉及一种电动汽车向外供电的系统以及一种 具有该向外供电的系统的电动汽车。 背景技术
随着科技的发展， 环保节能的电动汽车正在扮演着取代燃油车的角色， 然而电动 汽车的普及还面临着一些问题， 其中高的续航里程和快捷的充电技术， 已成为电动汽 车推广的一大难题。
目前， 电动汽车大多采用大容量的电池， 虽然可以提高电动汽车的续航能力， 但 同样大容量的电池又带来了充电时间过长的问题。 虽然专业的直流充电站可以快速的 为电池进行充电， 但高额的成本和较大占地面积等问题使得这种基础设施的普及还面 临着一定的难度， 同时又由于车辆的空间有限， 车载充电器受到体积的制约而无法满 足充电功率。
现在市场上所采取的充电方案有以下几种： 方案 （ 1 ) ： 如图 1和图 2所示， 此方案中的车载充放电装置主要包括三相电源变 压器 Γ、 六个晶闸管元件組成三相桥式电路 2，、 恒压控制装置 AUR和恒流控制装置 ACR, 但是该方案严重浪费空间和成本。
方案（2 ) : 如图 3所示， 此方案中的车载充放电装置为适应单 /三相充电而安装两 个充电插座 15 '、 16'， 增加了成本； 电机驱动回路包含电感 L1 '和电容 C1 '组成的滤波 模块， 在电机驱动时， 三相电流经过滤波模块产生损耗， 是对电池电量的浪费； 该方 案充放电工作时逆变器 13 '对交流电进行整流 /逆变， 整流 /逆变后电压不可调节， 适用 电池工作电压范围窄。
综上所述， 目前市场上所采取的交流充电技术大多采用单项充电技术， 该技术存 在充电功率小、 充电时间长、 硬件体积较大、 功能单一、 受限于不同地区电网的电压 等级限制等缺点。 发明内容
本发明的目的旨在至少解决上述的技术缺陷之一。 为此， 本发明的一个目的在于提出一种电动汽车向外供电的系统， 能够通过电动 汽车向外供电， 从而提高电动汽车的功能。
本发明的另一个目的还在于提出一种电动汽车。
为达到上述目的， 本发明一方面实施例提出的电动汽车向外供电的系统， 包括： 动力电池； 充放电插座， 所述充放电插座与外接负载相连； 双向 DC/DC模块， 所述双 向 DC/DC模块的第一直流端与所述动力电池的另一端相连， 所述双向 DC/DC模块的 第二直流端与所述动力电池的一端相连， 其中， 所述第一直流端为所述双向 DC/DC模 块输入及输出的共用直流端； 双向 DCZAC模块， 所述双向 DC/AC模块的第一直流端 与所述动力电池的一端相连， 所述双向 DC/AC模块的第二直流端与所述动力电池的另 一端相连； 充放电控制模块， 所述充放电控制模块的一端与所述双向 DC/AC模块的交 流端相连， 所述充放电控制模块的另一端与所述充放电插座相连； 以及控制器模块， 所述控制器模块与所述充放电控制模块相连， 所述控制器模块用于控制所述双向 DC/DC模块和双向 DC/AC模块将所述动力电池的电压转换为预设电压值的交流电 ,并 通过所述充放电控制模块和所述充放电插座提供至所述外接负载。
根据本发明实施例的电动汽车向外供电的系统， 本发明实施例能够增加电动汽车 的功能， 使得电动汽车能够对外接负载进行充电， 从而增加了电动汽车使用的适用性。 此外， 通过电动汽车对外接负载的供电， 能够保证电动汽车的使用灵活性， 提高了电 动汽车在紧急情况下的作用。 通过本发明实施例， 可通过电动汽车为家用电器进行供 电， 方便用户户外使用。 。
此外， 本发明的另一方面的实施例还提出了一种电动汽车， 包括上述的向外供电 的系统。 该
本发明附加的方面和优点将在下面的描述中部分给出， 部分将从下面的描述中变 得明显， 或通过本发明的实践了解到。 附图说明
本发明上述的和 /或附加的方面和优点从下面结合附图对实施例的描述中将变得明 显和容易理解， 其中：
图 1为现有的一种车载充放电装置的电路图；
图 2为现有的一种车载充放电装置的控制示意图；
图 3为现有的另一种车载充放电装置的电路图；
图 4为根据本发明一个实施例的电动汽车向外供电的系统的方框示意图； 图 5为根据本发明一个实施例的电动汽车向外供电的系统的拓朴图；
图 6为根据本发明一个实施例的电动汽车向外供电的系统的进一步的方框示意图； 图 7为根据本发明一个实施例的控制器模块的方框示意图；
图 8为根据本发明一个实施例的电动汽车向外供电的系统的功能判断流程图； 图 9 为根据本发明一个实施例的电动汽车向外供电的系统进行电机驱动控制功能 的方框示意图；
图 10为根据本发明一个实施例的电动汽车向外供电的系统充放电功能启动判断流 程图；
图 1 1为根据本发明一个实施例的电动汽车向外供电的系统在充电工作模式下的控 制流程图；
图 12为根据本发明一个实施例的电动汽车向外供电的系统在电动汽车充电结束时 的控制流程图；
图 13为根据本发明一个实施例的电动汽车与供电设备之间连接电路图； 图 14为根据本发明另一个实施例的采用两个向外供电的系统并联对电动汽车进行 充电的示意图；
图 15为根据本发明一个示例的充放电插座的示意图；
图 16为根据本发明另一个示例的离网带栽放电插头的示意图；
图 17为根据本发明再一个实施例的用于电动汽车的电力载波通讯系统的结构图； 图 18为电力栽波通讯装置的方框示意图；
图 19为八个电力栽波通讯装置与对应的控制装置进行通讯的示意图；
图 20为电力栽波通讯系统进行数据接收的方法流程图； 以及
图 21为根据本发明还一个实施例的电动汽车向外供电的系统的箱体结构示意图。 具体实施方式
下面详细描述本发明的实施例， 所述实施例的示例在附图中示出， 其中自始至终 相同或类似的标号表示相同或类似的元件或具有相同或类似功能的元件。 下面通过参 考附图描述的实施例是示例性的， 仅用于解释本发明， 而不能解释为对本发明的限制。
下文的公开提供了许多不同的实施例或例子用来实现本发明的不同结构。 为了简 化本发明的公开， 下文中对特定例子的部件和设置进行描述。 当然， 它们仅仅为示例， 并且目的不在于限制本发明。 此外， 本发明可以在不同例子中重复参考数字和 /或字母。 这种重复是为了简化和清楚的目的， 其本身不指示所讨论各种实施例和 /或设置之间的
更正页 （细则第 91条) 关系。 此外， 本发明提供了的各种特定的工艺和材料的例子， 但是本领域普通技术人 员可以意识到其他工艺的可应用于性和 /或其他材料的使用， 另外， 以下描述的第一特 征在第二特征之"上，，的结构可以包括第一和第二特征形成为直接接触的实施例， 也可 以包括另外的特征形成在第一和第二特征之间的实施例， 这样第一和第二特征可能不 是直接接触。
在本发明的描述中， 需要说明的是， 除非另有规定和限定， 术语"安装"、 "相连"、 "连接 "应做广义理解， 例如， 可以是机械连接或电连接， 也可以是两个元件内部的连 通， 可以是直接相连， 也可以通过中间媒介间接相连， 对于本领域的普通技术人员而 言， 可以根据具体情况理解上述术语的具体含义。
参照下面的描述和附图， 将清楚本发明的实施例的这些和其他方面。 在这些描述 和附图中， 具体公开了本发明的实施例中的一些特定实施方式， 来表示实施本发明的 实施例的原理的一些方式， 但是应当理解， 本发明的实施例的范围不受此限制。 相反， 本发明的实施例包括落入所附加权利要求书的精神和内涵范围内的所有变化、 修改和 等同物。
下面参照附图来描述根据本发明实施例提出的电动汽车向外供电的系统以及具有 该向外供电的系统的电动汽车。
如图 4所示，本发明一个实施例提出的电动汽车向外供电的系统包括动力电池 10、 充放电插座 20、 双向 DC/DC模块 30、 双向 DC/AC模块 50、 充放电控制模块 70和控 制器模块 80。
其中， 充放电插座 20与外接负栽 （图 4中未示出） 相连， 外部负栽为但不限于： 电器设备。 双向 DC/DC模块 30的第一直流端 al 与动力电池 10的另一端相连， 双向 DC/DC模块 30的第二直流端 a2与动力电池 10的一端相连， 并且第一直流端 al为双 向 DC/DC模块 30输入及输出的共用直流端。 双向 DC/AC模块 50的第一直流端 bl与 动力电池 10的一端相连， 双向 DC/AC模块 50的第二直流端 b2与动力电池 10的另一 端相连。 充放电控制模块 70的一端与双向 DC/AC模块 50的交流端 c相连， 充放电控 制模块 70的另一端与充放电插座 20相连。 控制器模块 80与充放电控制模块 70相连， 控制器模块 80用于控制双向 DC/DC模块 30和双向 DC/AC模块 50将动力电池 10的 电压转换为预设电压值的交流电， 并通过充放电控制模块 70和充放电插座 20提供至 外接负栽 （电气设备） ， 在该实例中， 预设电压值的交流电为能够提供给电气设备使 用或者对电气设备充电的交流电。
如图 5所示， 该向外供电的系统还包括： 连接组件 LIN, 连接组件 LIN连接在充
更正页 （细则第 91条) 放电插座 20和外接负栽之间。 具体而言， 如图 5所示， 连接组件 LIN包括： 充电枪接 口 INT1和电源接口 INT2, 其中， 充电枪接口 INT1与充放电插座 20相连。 电源接口 INT2与充电枪接口 INTI相连， 电源接口 INT2向外接负栽提供接口。
再次结合图 5 ,该向外供电的系统还可包括：驱动控制开关 40和电机控制开关 60, 其中， 驱动控制开关 40的一端与动力电池 10的一端相连， 驱动控制开关 40的另一端 与双向 DC/DC模块 30的第三直流端 a3相连。 电机控制开关 60的一端与双向 DC/AC 模块 50的交流端 c相连， 电机控制开关 60的另一端与电机 M相连。 在本发明的一个 实施例中，控制器模块 80与驱动控制开关 40和电机控制开关 60相连，控制器模块 80 用于根据向外供电的系统当前所处的工作模式对驱动控制开关 40 和电机控制开关 60 进行控制。
进一步地， 在本发明的实施例中， 向外供电的系统当前所处的工作模式可以包括 驱动模式和充放电模式。 当向外供电的系统当前所处的工作模式为驱动模式时， 控制 器模块 80控制驱动控制开关 40闭合以关闭双向 DC/DC模块 30,并控制电机控制开关 60 闭合以正常驱动电机 M, 以及控制充放电控制模块 70断开。 当向外供电的系统当 前所处的工作模式为充放电模式时， 控制器模块 80控制驱动控制开关 40断开以启动 双向 DC/DC模块 30， 并控制电机控制开关 60断开以将电机 M移出， 以及控制充放电 控制模块 70闭合， 使外部电源可以正常地为动力电池 10进行充电。 双向 DC/DC模块 30的第一直流端 al和第三直流端 a3与直流母线的正负端相连。
在本发明的一个实施例中， 如图 5 所示， 电动汽车向外供电的系统还包括第一预 充控制模块 101 , 第一预充控制模块】01的一端与动力电池 10的一端相连， 第一预充 控制模块 101的另一端与双向 DC/DC模块 30的第二直流端 a2相连， 第一预充控制模 块 101用于在为双向 DC/DC模块 30中的电容 C1及母线电容 CO进行预充电， 其中， 母线电容 CO连接在双向 DC/DC模块 30的第一直流端 al和双向 DC/DC模块 30的第 三直流端 a3之间。 其中， 第一预充控制模块 101 包括第一电阻 Rl、 第一开关 K1和第 二开关 K2。 第一电阻 R1的一端与第一开关 K1的一端相连， 第一电阻 R1的另一端与 动力电池 10的一端相连， 第一开关 K1的另一端与双向 DC/DC模块 30的第二直流端 a2相连， 第一电阻 R1和第一开关 K1 串联之后与第二开关 K2并联， 其中， 控制器模 块 80在向外供电的系统启动时控制第一开关 K1 闭合以对双向 DC/DC模块 30中的电 容 C1及母线电容 CO进行预充电， 并在母线电容 CO的电压与动力电池 10的电压成预 设倍数时， 控制第一开关 K1断开同时控制第二开关 K2闭合。
如图 5所示， 双向 DC/DC模块 30进一步包括萃一开关管 Ql、 第二开关管 Q2、
更正页 （细则第 91条) 第一二极管 Dl、 第二二极管 D2、 第一电感 L 1和第一电容 CI , 其中， 第一开关管 Q1 和第二开关管 Q2相亙串联连接， 相互串联的第一开关管 Q 1和第二开关管 Q2连接在 双向 DC/DC模块 30的第一直流端 al和第三直流端 a3之间，第一开关管 Q1和第二开 关管 Q2受控制器模块 80的控制，并且第一开关管 Q1和第二开关管 Q2之间具有第一 节点 A。 第一二极管 D 1与第一开关管 Q1反向并联， 第二二极管 D2与第二开关管 Q2 反向并联， 第一电感 L 1的一端与第一节点 A相连， 第一电感 L1的另一端与动力电池 10的一端相连。 第一电容 C 1的一端与第一电感 L 1 的另一端相连， 第一电容 C1的另 一端与动力电池 10的另一端相连。
此外， 在本发明的实施例中， 如图 5 所示， 该电动汽车向外供电的系统还包括漏 电流削减模块 102， 漏电流削减模块〗02连接在双向 DC/DC模块 30的第一直流端 al 和双向 DC/DC模块 30的第三直流端 a3之间。 具体而言， 漏电流削减模块 102包括第 二电容 C2和第三电容 C3 , 第二电容 C2的一端与第三电容 C3的一端相连， 第二电容 C2的另一端与双向 DC/DC模块 30的第一直流端 al相连， 第三电容 C3的另一端与双 向 DC/DC模块 30的第三直流端 a3相连， 其中， 第二电容 C2和第三电容 C3之间具有 第二节点 B。
通常由于无变压器隔离的逆变和并网系统， 普遍存在漏电流大的难点。 因此， 该 向外供电的系统在直流母线正负端增加漏电流削减模块 102 , 能有效减小漏电流。 漏电 流削减模块 102包舍两个同类型电容 C2和 C3 , 其安装在直流母线正负端和三相交流 中点电位之间， 在本系统工作时能将产生的高频电流反馈到直流侧， 即能有效降低了 系统在工作时的残余电流。
在本发明的一个实施例中， 如图 5 所示， 该电动汽车向外供电的系统还包括滤波 模块 103、 滤波控制模块 104、 EMI模块 105和第二预充控制模块 106。
其中， 滤波模块〗03连接在双向 DC/AC模块 50和充放电控制模块 70之间。 具体 而言， 如图 5所示， 滤波模块 103包括电感 LA、 LB . Lc和电容 C4、 C5、 C6， 而双向 DC/AC模块 50可以包括六个 IGBT , 上下两个 IGBT之间的连接点分别通过电力总线 与滤波模块 103和电机控制开关 60相连接。
如图 5所示， 滤波控制模块 104连接在第二节点 B和滤波模块 1 03之间， 并且滤 波控制模块 104受控制器模块 80控制， 控制器模块 80在向外供电的系统当前所处的 工作模式为驱动模式时控制滤波控制模块 1 04断开。 其中， 滤波控制模块 104可以为 电容切换继电器， 由接触器 K10组成。 EMI模块 105连接在充放电插座 20和充放电控 制模块 70之间。
更正页 （细则第 91条) 第二预充模块 106与充放电控制模块 70并联， 第二预充控制模块 106用于对滤波 模块 103 中的电容 C4、 C5、 C6进行预充电。 其中， 第二预充控制模块 106包括相互 串联的三个电阻 RA、 RB、 Rc和三相预充开关 K9。
在本发明的一个实施例中， 如图 5所示， 充放电控制模块 70进一步包括三相开关 Κ8和 /或单相开关 Κ7, 用于实现三相充电或单相充电。
也就是说， 在本发明的实施例中， 当向外供电的系统启动时， 控制器模块 80控制 第一开关 K1闭合以对双向 DC/DC模块 30中的第一电容 C1及母线电容 CO进行预充 电， 并在母线电容 CO的电压与动力电池 10的电压成预设倍数时， 控制第一开关 K1 断开同时控制第二开关 K2闭合。 这样， 通过双向 DC/DC模块 30和直接连接在电力总 线即直流母线之间的大容量母线电容 CO组成实现电池低温激活技术的主要部件，用于 将动力电池 10的电能通过双向 DC/DC模块 30充到大容量母线电容 CO中， 再将大容 量母线电容 C0中储存的电能通过双向 DC/DC模块 30充回动力电池 10 (即对动力电 池充电时），对动力电池 10循环充放电使得动力电池的温度上升到最佳工作温度范围。
当向外供电的系统当前所处的工作模式为驱动模式时， 控制器模块 80控制驱动控 制开关 40闭合以关闭双向 DC/DC模块 30,并控制电机控制开关 60闭合以正常驱动电 机 M， 以及控制充放电控制模块 70断开。 这样， 通过双向 DC/AC模块 50把动力电池 10的直流电逆变为交流电并输送给电机 M , 可以利用旋转变压解码器技术和空间矢量 脉宽调制 （SVPWM )控制算法来控制电机 M的运行。
当向外供电的系统当前所处的工作模式为充放电模式时， 控制器模块 80控制驱动 控制开关 40断开以启动双向 DC/DC模块 30,并控制电机控制开关 60断开以将电机 M 移出， 以及控制充放电控制模块 70闭合， 使外部电源例如三相电或者单相电通过充放 电插座 20可以正常地为动力电池 10进行充电。 即言， 通过检测充电连接信号、 交流 电网电制和整车电池管理的相关信息， 借用双向 DC/AC模块 50进行可控整流功能， 并结合双向 DC/DC模块 30, 可实现单相 \三相电对动力电池 10的充电。
根据本发明实施例的电动汽车向外供电的系统， 能够增加电动汽车的功能， 使得 电动汽车能够对外接负栽进行充电， 从而增加了电动汽车使用的适用性。 此外， 通过 电动汽车对外接负栽的供电， 能够保证电动汽车的使用灵活性， 提高了电动汽车在紧 急情况下的作用。 通过本发明实施例， 可通过电动汽牟为家用电器进行供电， 方便用 户户外使用。
此外， 在本发明的实施例中， 如图 6所示， 该电动汽车向外供电的系统还可以包 括高压配电箱 90、 仪表 107、 管_芽 108和整车信号 109。 其中， 驱动控制开关
更正页 （细则第 91条) 40、 第一开关 K1和第二开关 K2可以设置在高压配电箱 90内。
在本发明的一个实施例中， 如图 7所示， 控制器模块 80包括控制板 201和驱动板 202。其中，控制板 201上的控制模块釆用两个高速数字信号处理芯片（DSP 1和 DSP2 ) 进行控制。 控制板 201上的控制模块与整车信息接口 203相连， 并相互进行信息交互。 控制板 201上的控制模块接收驱动板 202上的驱动模块输出的母线电压采样信号、 IPM 保护信号以及 IGBT温度采样信号等， 同时输出脉冲宽度调制 PWM信号至驱动模块。
其中， DSPI主要用于控制， DSP2用于信息采集 DSP1 中的采样单元输出油门 信号、 母线电压采样信号、 刹车信号、 直流侧电压采样信号、 电机电流霍尔 V相信号、 电机电流霍尔 W相信号、 充电控制电流霍尔 U相信号、 充电控制电流霍尔 V相信号、 充电控制电流霍尔 W相信号、 直流电流霍尔信号、 逆变电压 U相信号、 逆变电压 V 相信号、 逆变电压 W相信号、 电网电压 U相信号、 电网电压 V相信号、 电网电压 W 相信号， 逆变 U相捕获信号、 电网 U相捕获信号等釆样信号， DSP1 中的开关控制单 元输出电机 A相开关信号、 电机 B相开关信号、 电网 A相开关信号、 电网 B相开关信 号、 电网 C相开关信号、 三相预充开关信号和电容切换继电器信号等， DSP1中的驱动 单元输出 A相 PWM1信号、 A相 PWM2信号、 B相 PWM1信号、 B相 PWM2信号、 C相 PWM1信号、 C相 PWM2信号、 DC相 PWM1信号、 DC相 PWM2信号和 IPM保 护信号等， DSP1 还具有旋变信号输出控制、 串行通信、 硬件保护、 CAN通讯和档位 控制等功能。 DSP2中的采样单元输出供电电源监测信号、 电源监测信号、油门 1信号、 刹车 2信号、 油门 2信号、 刹车 1信号、 电机模拟温度信号、 漏电传感器信号、 散热 器溫度信号、 直流侧电感溫度采样信号、 V 相电感温度采样信号、 U相电感温度采样 信号、 W相电感温度采样信号、 放电 PWM电压采样信号、 倾角传感器读信号、 倾角 传感器片选信号、 IGBT温度采样 W相信号、 IGBT温度采样 U相信号、 IGBT温度采 样升降压相信号、 IGBT温度采样 V相信号、 电机温度开关信号、 单 /三相切换开关信 号等， DSP2中的充放电控制单元输出充放电开关信号， 休眠信号、 放电 PWM信号、 电池管理器 BMS信号、 充放电输出控制信号、 CP信号和 CC信号等， 并且 DSP2还具 有 CAN通讯、 串行通信功能。
综上所述， 在本发明实施例提出的电动汽车向外供电的系统集电机驱动功能、 车 辆控制功能、 交流充电功能、 并网供电功能、 离网带栽功能、 车辆对车辆充电功能于 一体。 并且， 该向外供电的系统不是通过把各种功能模块简单的物理组合为一体， 而 是在电机驱动控制的基础上， 通过添加一些外围器件， 实现系统的功能多样化， 最大 化节省空间和成本， 提高功率密度。-
更正页 （细则第 91条） 具体而言， 电动汽车向外供电的系统的功能简单介绍如下：
1、 电机驱动功能： 通过双向 DC/AC模块 50把动力电池 10的直流电逆变为交流 电并输送给电机 M, 可以利用旋转变压解码器技术和空间矢量脉宽调制（SVPWM )控 制算法来控制电机 M的运行。
也就是说， 当本向外供电的系统得电工作时， 如图 8 所示， 该系统功能判断流程 包括以下步骤：
5901 , 向外供电的系统得电。
5902, 判断充电连接信号。 如果有充电连接信号， 则转至步骤 S903 , 如果没有则 转至步脲 904。
5903 , 进入充放电控制流程。 在本发明的一个实施例中， 还需要对油门、 档位及 刹车信号进行判断。 当油门为 0、 档位为 N档、 手刹、 充电连接即 CC信号有效时（即 充放电插座 20连接有充电连接装置） , 则进入充放电控制流程。
5904, 进入车辆控制流程。
在步骤 S904进入车辆控制流程后， 控制器模块 80控制电机控制开关 60闭合， 通 过 CAN通讯通知电池管理器 108， 电池管理器 108控制高压配电箱 90对 C1和 CO进 行预充， 控制器模块 80检测母线电压 187 , 判断预充是否成功， 成功后通知电池管理 器 108闭合驱动控制开关 40, 该系统进入驱动模式， 同时控制器模块 80对整车信息进 行采集， 通过综合判斩处理对电机 M进行驱动。
进行电机驱动控制功能：如图 9所示，控制器模块 80发送 PWM信号，对双向 DC/AC 模块 50进行控制， 把动力电池 10的直流电逆变为交流电并输送给电机 M, 控制器模 块 80通过旋转变压器解算转子位置， 并采集母线电压和电机8、 C相电流使电机 M能 精准的运行。 即言， 控制器模块 80根据电流传感器采样的电机 B、 C相电流信号和旋 转变压器的反馈信息对 PWM信号进行调节， 最终使电机 M能精准的运行。
这样， 通过通信模块对整车油门、 刹车以及档位信息， 判断当前运行工况， 实现 车辆的加速、 减速和能量回馈功能， 使得整车在各种工况下下安全可靠运行， 保证车 辆的安全性、 动力性和平顺性。
2、 充放电功能
( 1 ) 充放电功能连接确认和启动： 如图 10所示， 该向外供电的系统充放电功能 启动判断流程包括如下步骤：
51101 , 充放电连接装置即充放电插座物理连接完成， 并且电源正常。
51 102, 供电设备检测充电信号 CC连接是否正常。 如果是， 则进入步骤 S1103;
更正页 （细则第 91条) 如果否， 则返回步骤 SI 102, 继续检测。
51103, 供电设备检测 CP检测点的电压是否为 9V. 如果是， 则进入步骤 S1106; 如果否， 返回步骤 S1102, 继续检测。 其中， 9V是一个预设示例值。
51104, 控制器模块检测充电信号 CC连接是否正常。 如果是， 则进入步骤 S1105; 如果否， 则返回步骤 S1104, 继续检测。
51105, 拉低输出充电连接信号、 充电指示灯信号。
51106, 进入充放电功能。
如图 11所示， 该向外供电的系统在充电工作模式下的控制流程包括如下步骤：
51201, 判断系统得电后是否完全启动工作。 如果是， 则进入步骤 S1202; 如果否， 则返回步骤 S1201, 继续判断。
51202, 检测 CC检测点电阻值， 确定充电连接装置容量。
51203, 判断 CP检测点是否检测到固定占空比的 PWM信号。 如果是， 则进入步 骤 S1204; 如果否， 则进入步骤 S1205。
51204, 发送充电连接正常充电准备就绪报文， 收到 BMS充电允许、 充电接触器 吸合报文， 进入步骤 S1206.
51205, 充电连接故障。
51206, 控制器模块吸合内部开关。
51207, 判断预设时间例如 1.5秒内检测到外部充电设备是否无 PWM波发送。 如 果是， 则进入步骤 S1208; 如果否， 则进入步驟 S1209。
51208, 判断为外部国标充电桩， 充电过程中不发送 PWM波。
51209, 向供电设备发送 PWM波。
51210, 判断预设时间例如 3 秒内检测交流输入是否正常。 如果是， 则进入步骤 S1213; 如果否， 则进入步骤
51211, 交流外部克电设备故障。
51212, 进行异常处理。
51213, 进入充电阶段。
也就是说， 如图 10和图 11所示， 供电设备和控制器模块 80自检无故障后， 根据 检测 CC信号电阻值确定充电连接装置容量， 检测 CP信号确定是否完全连接， 充放电 连接装置完全连接确认后， 发送充电连接正常和充电准备就绪报文， 电池管理器 108 控制高压配电箱 90 闭合第一开关 K1 进行预充， 预充完成后断开 Kl， 吸合第二开关 Κ2, 控制器模块 80收到 BMS充电允许、 第二开关 Κ2吸合报文， 充放电准备就绪，
更正页 （细则第 91条） 即可通过仪表设置功能， 如下： 交流充电功能 （GtoV) 、 离网带栽功能 （VtoL) 、 并网供电功能 （VtoG) 和车辆对车辆充电功能 （VtoV) 。
(2) 交流充电功能 （GtoV) ： 该向外供电的系统接收到仪表充电指令， 电池管 理器 108 允许最大充电电流、 供电设备最大供电电流和充放电连接装置即充放电插座 20的额定电流， 控制器模块 80判断三者中最小的充电电流， 自动选择充电相关参数。 并且， 该向外供电的系统通过电网电压采样 183对供电设备输送的交流电进行釆样， 控制器模块 80通过采样值计算出交流电电压有效值， 通过捕获来确定交流电频率， 根 据电压值和频率判断出交流电电制， # &电网电制选取控制参数。 确定控制参数后， 控制器模块 80控制第二预充模块 106中的 K9和滤波控制模块 104中的接触器 K10吸 合， 对直流側母线电容 C0进行充电， 控制器模块 80通过 187对母线电容的电压进行 采样， 当电容电压达到选定控制参数例如与动力电池的电压成预设倍数后再控制吸合 三相开关 K8, 同时断开 K9。 此时该向外供电的系统根据预先选定参数， 控制器模块 80发送 PWM信号， 控制双向 DC/AC模块 50对交流电进行整流， 再根据动力电池电 压， 控制双向 DC/DC模块 30对电压进行调节， 最后把直流电输送给动力电池 10, 在 此过程中， 控制器模块 80根据预先选定目标充电电流和电流采样 184反馈的相电流， 对整个向外供电的系统进行闭环的电流环调节， 最终实现对动力电池 10进行充电。 由 此， 通过检测充电连接信号、 交流电网电制和整车电池管理的相关信息， 借用双向 DC/AC模块 50进行可控整流功能， 结合双向 DC/DC模块 30， 可实现单相 \三相电对 动力电池 10的充电。
(3) 离网带栽功能 （VtoL) ： 该向外供电的系统接收到仪表 VtoL指令， 首先 判断动力电池荷电状态 SOC是否在可以放电范围， 如果允许放电， 再根据指令选择输 出电制， 根据充放电连接装置的额定电流， 智能选择输出最大输出功率并给定控制参 数， 系统进入控制流程。 首先控制器模块 80控制吸合三相开关 K8、 接触器 Κ10， 根 据电池电压和给定的输出电压， 发送 PWM信号控制双向 DC/DC模块 30对电压进行 调节， 达到目标值后输送给双向 DC/AC模块 50把直流电逆变为交流电， 通过专用的 充电插座即可直接为用电设备供电。 在此过程中， 控制器模块 80根据电压采样 183反 馈进行调节， 保证负栽安全可靠的工作。
即言， 系统上电， 当接到仪表的 V to L控制指令以及输出电制要求， 检测充电连 接信号和整车电池管理的相关信息， 根据电池的电压进行 DC/DC电压转换， 借用双向 DC/AC模块 50进行交流逆变功能， 输出稳定单相 \三相交流电压。
(4) 并网供电功能 （VtoG) ： 该向外供电的系统接收到仪表 VtoG指令， 首先
更正页 （细则第 91条) 判断动力电池 soc是否在可以放电范围， 如杲允许放电， 再根据指令选择输出电制， 根据充放电连接装置的额定电流， 智能选择输出最大输出功率并给定控制参数， 向外 供电的系统进入控制流程。 首先控制器模块 80控制吸合三相开关 K8、 接触器 K10, 根据电池电压和给定的输出电压， 发送 PWM信号控制双向 DC/DC模块 30对电压进 行调节， 在经过双向 DC/AC模块 50把直流电逆变为交流电， 根据预先选定放电电流 目标值和电流采样 184反馈的相电流， 对整个向外供电的系统进行闭环的电流环调节， 实现并网放电。
也就是说， 向外供电的系统上电， 当接到仪表的 V to G控制指令， 检测充电连接 信号、 交流电网电制和整车电池管理的相关信息， 根据电池的电压进行 DC/DC电压转 换， 借用双向 DC/AC模块 50进行交流逆变， 实现单相、三相车辆对电网放电功能。
( 5 ) 车辆对车辆充电功能 （V to V ) ： V to V功能需要使用专用的连接插头， 当 向外供电的系统检测到充电连接信号 CC有效， 并检測到其电平确认为 VTOV专用充 电插头， 等待仪表命令。 例如， 假设车辆 A向车辆 B充电， 则车辆 A设置为放电状态 即设置为离网带栽功能， 车辆 B设置为交流充电状态， 车辆 A的控制器模块发送充电 连接正常充电准备就绪报文至电池管理器， 电池管理器控制充放电回路预充， 完成后 发送充电允许、 充电接触器吸合报文至控制器模块， 该向外供电的系统进行放电功能， 并发送 PWM信号。 车辆 B接收到充电指令后， 其系统检测到 CP信号， 判断为供电车 辆 A已准备就绪， 控制器模块 80发送连接正常报文至电池管理器， 电池管理器接到指 令后完成预充流程， 通知控制器模块， 整个向外供电的系统充电准备就绪， 启动充电 功能 （G to V ) , 最后实现车辆对充功能。
也就是说， 系统上电， 当接到仪表的 V to V控制指令， 检测充电连接信号和整车 电池管理的相关信息， 设置车辆为交流输出电源状态， 同时模拟外部充电设备输出 CP 信号功能， 实现和需要充电的车辆进行交互。 该车辆根据电池的电压进行 DC/DC电压 转换，借用双向 DC/AC模块 50进行交洸逆变， 实现单相\三相车辆对车辆的对充功能„ 在本发明的一个实施例中， 如图 12所示， 该向外供电的系统在电动汽车充电结束 时的控制流程包括如下步骤：
51301 , 供电设备断开供电开关， 停止交流输出， 进入步骤 S1305。
51302, 控制器模块控制停止充电， 进行卸栽， 进入下一步骤 S1303。
51303 , 卸栽完成后断开内部开关， 发送充电结束报文，
51304, 发送断电请求。
51305 , 充电结束。
更正页 （细则第 91条) 其中， 如图 13所示， 供电设备 301通过供电插头 302与电动汽车 1000的车辆插 头 303相连， 从而实现对电动汽车 1000进行充电。 其中， 电动汽车的向外供电的系统 通过检测点 3检测 CP信号和通过检测点 4检测 CC信号， 而供电设备通过检测点 1检 测 CP信号和通过检测点 2检测 CC信号。 并且， 在充电完成后， 均控制断开供电插头 302和车辆插头 303中的内部开关 S2。
在本发明的另一个实施例中， 电动汽车还可以采用多个向外供电的系统并联对动 力电池进行充电， 例如采用两个向外供电的系统并联后对动力电池充电， 其中两个向 外供电的系统共用一个控制器模块。
在本实施例中， 如图 14所示， 该电动汽车充电系统包括动力电池 10、 第一充电支 路 401、 第二充电支路 402和控制器模块 80。 其中， 第一充电支路 401和第二充电支 路 402均包括充放电插座 20、 双向 DC/DC模块 30 母线电容 C0、 双向 DC/AC模块 50、 滤波模块 103、 充放电控制模块 70和第二预充模块 106。 并且， 第一充电支路 401 和第二充电支路 402还包括熔断器 FU。 动力电池 10通过第一预充控制模块 101与第 一充电支路相连， 动力电池 10还通过第一预充控制模块 101与第二充电支路相连， 控 制器模块 80分别与第一充电支路 401和第二充电支路 402相连， 其中控制器模块 80 用于接收到充电信号时， 控制电网分别通过第一充电支路 401 和第二充电支路 402对 动力电池 10进行充电。
此外， 本发明的又一个实施例还提出了一种电动车辆的充电控制方法， 该充电控 制方法包括以下步骤：
步骤 S 1 , 控制器模块检测到第一充电支路通过充放电插座与供电设备相连， 且第 二充电支路通过充放电插座与供电设备相连时， 向电池管理器发送充电连接信号。
步骤 S2, 电池管理器接收到控制器模块发送的充电连接信号后， 检测并判断动力 电池是否需要充电， 当动力电池需要充电时， 执行下一步骤。
步骤 S3， 电池管理器向控制器模块发送充电信号。
步骤 S4, 控制器模块接收到充电信号时， 控制电网分别通过第一充电支路和第二 充电支路对动力电池进行充电。
釆用上述技术方案的电动汽车充电系统及其充电控制方法， 控制器模块通过控制 电网分別通过第一充电支路和第二充电支路对动力电池进行充电， 使得电动车的充电 功率增大， 从而大大缩短充电时间， 实现快速充电， 节约了时间成本。
在本发明的实施例中， 上述电动汽车向外供电的系统兼容范围广泛， 具有单相三 相切换功能， 并且适应不同国家电网电制标准。
更正页 （细则第 91条) 具体地， 如图 15所示， 充放电插座 20具有两个充电插座 （例如美标和欧标）切 换的功能。 该充放电插座 20包括单相充电插座 501例如美标、 三相充电插座 502例如 欧标、 两个高压接触器 K503、 504組成。 单相充电插座 501 与三相充电插座 502的 CC、 CP和 PE共用， 单相充电插座 501的 N相线通过接触器 K503、 Κ504与三相 充电插座 503的八、 Β相连接。 控制器模块 80接收到单相充放电指令时， 控制接触器 Κ503、 Κ504闭合， 使三相充电插座 502的 Α、 Β相与单相充电插座 501的 L、 N相线 导通， 三相充电插座 502不做使用， 由三相充电插座 502的 A、 B相代替单相充电插 座 501的 N相线与充电插头连接， 控制器模块 80即可正常实现单相充电功能。
或者， 如图 5所示， 利用标准 7芯插座， 在 N线与 B相线之间增加单相开关 K7, 控制器模块 80接收到单相充放电指令，控制单相开关 K7吸合，使 B相线和 N线连接， 由 A, B相作为 L、 N相线使用， 连接插头需使用专用连接插头， 或其 B、 C相不做使 用的连接插头。
也就是说， 在本发明的实施例中， 向外供电的系统将根据控制器模块 80检测电网 的电压， 通过计算判断电网的频率及单相 /三相， 根据计算信息和得出电制后， 控制器 模块 80根据充放电插头 20的类型和电网电制，选择不同的控制参数，控制双向 DC/AC 模块 50对交流电压进行可控整流， 双向 DC/DC模块 30 据电池电压对直流电进行调 压， 最后输送给动力电池 10。
在本发明的另一个示例中， 如图 16所示， 离网带载放电插头为两芯、 三芯和四芯 的插座， 与充电插头相连， 可以输出单相、 三相、 四相电制的电。
图 17为根据本发明再一个实施例的用于电动汽车的电力栽波通讯系统的结构图。 如图 17所示， 该用于电动汽车的电力栽波通讯系统 2000包括多个控制装置 1 10、 汽车电力线 120和多个电力栽波通讯装置 130。
具体地， 多个控制装置 110 均具有通讯接口， 通讯接口例如为但不限于： 串行通 信接口 SCI。汽车电力线 120为多个控制装置 1 10供电且多个控制装置 1 10之间通过汽 车电力线 120进行通讯。 多个电力栽波通讯装置 103与多个控制装置 1 10——对应， 多个控制装置 1 10通过各自的通讯接口与对应的电力栽波通讯装置 130相连， 多个电 力栽波通讯装置 130之间通过汽车电力线 120相连， 其中， 多个电力栽波通讯装置 130 从汽车电力线 120上获取栽波信号以便将栽波信号解调后发送给对应的控制装置， 并 接收对应的控制装置发送的信息， 并将信息调制后发送至汽车电力线 120上。
结合图 17所示， 多个控制装置 1 10包括控制装置 1至控制装置 N ( N>2 , N为整 数）。与之相对应的多个电力栽波通讯装置 130包括电力栽波装置 1至电力栽波装置 1。
更正页 （细则第 91条) 例如， 控制装置 1 需要与控制装置 2进行通讯， 则电力栽波装置 1从汽车电力线 120 中获取来自于电力栽波装置 2发送的栽波信号， 该栽波信号来自于控制装置 2, 并由电 力栽波装置 2调制后发送至汽车电力线 120上。
其中， 如图 18所示， 每个电力栽波通讯装置 130包括依次相连的耦合器 131、 滤 波器 133、 放大器 134和调制解调器 132。
进一步地， 如图 19所示， 多个电力栽波通讯装置例如八个电力栽波通讯装置 1-8 通过汽车电力线束 121、 122与网关 300相连， 每个电力栽波通讯装置与一个控制装置 对应。 例如， 电力载波通讯装置 1 与传动控制装置 111 相对应， 电力栽波通讯装置 2 与发动机控制装置 112相对应， 电力栽波通讯装置 3与主动悬挂装置对应， 电力栽波 通讯装置 4与空调控制装置 114相对应， 电力栽波通讯装置 5与安全气衾 115相对应， 电力裁波通讯装置 6与仪表显示 116相对应， 电力栽波通讯装置 7与故障诊断 117相 对应， 电力栽波通讯装置 8与照明装置 1 18相对应.
在本实施例中， 如图 20所示， 该电力栽波通讯系统进行数据接收的方法包括如下 步骤：
S210K 系统加电启动， 系统程序进入从电力线接收数据的状态。
52102, 检测载波信号的有无及正确与否。 如果是， 则执行步骤 S2103; 如果否， 则执行步骤 S2104。
52103 , 开始接收从电力线上传来的数据， 进入下一步骤 S2105。
52104, 检测 SCI口， 判断 SCI口是否有数据。 如果是， 则进入下一步骤 S2105; 如果否， 则返回步骤 S2101。
52105, 进入数据接收状态。
根据本实施例的用于电动汽车的电力栽波通讯系统， 在不增加汽车内线束的基础 上， 可实现车内各个控制系统之间的数据传输和共享， 而利用电力线作为通讯介质的 电力栽波通讯， 避免建设和投资新的通讯网络， 降低了制造成本和维护难度。
在本发明的还一个实施例中， 上述的电动汽车向外供电的系统采用采用水冷方式， 如图 21所示， 箱体结构布局为电感水道散热和 IGBT水道共用， 很好的解决了散热和 空间问题。 箱体结构布局分为上下两层， IGBT散热水道背面对滤波模块进行散热， 根 据电感形状制作， 制作成电感槽 601 , 利用电感槽 601的侧面传导热量， 最后通过水道 602带走热量， 电感利用高导热系数的胶进行固定， 增加了热量传导能力和整体设计的 机械强度。 本实施例中的向外供电的系统采用采用水冷方式进行散热， 散热效果优于 风冷方式， 同等功率下可以减小滤波模块体积， 减小整体向外供电的系统的体积和重
更正页 （细则第 91条) 量。
此外， 本发明的另一方面的实施例还提出了一种电动汽车， 包括上述的向外供电 的系统。 该电动汽车能够通过三相或单相电进行大功率充电， 方便用户随时随地对电 动汽车进行快速充电， 节约了时间成本， 满足人们的需求。
根据本发明实施例的电动汽车向外供电的系统， 本发明实施例能够增加电动汽车 的功能， 使得电动汽车能够对外接负栽进行充电， 从而增加了电动汽车使用的适用性。 此外， 通过电动汽车对外接负栽的供电， 能够保证电动汽车的使用灵活性， 提高了电 动汽车在紧急情况下的作用。 通过本发明实施例， 可通过电动汽车为家用电器进行供 电， 方便用户户外使用。
流程图中或在此以其他方式描述的任何过程或方法描迷可以被理解为， 表示包括 一个或更多个用于实现特定逻辑功能或过程的步骤的可执行指令的代码的模块、 片段 或部分， 并且本发明的优选实施方式的范围包括另外的实现， 其中可以不按所示出或 讨论的顺序， 包括根据所涉及的功能按基本同时的方式或按相反的顺序， 来执行功能， 这应被本发明的实施例所属技术领域的技术人员所理解。
在流程图中表示或在此以其他方式描述的逻辑和 /或步骤， 例如， 可以被认为是用 于实现逻辑功能的可执行指令的定序列表， 可以具体实现在任何计算机可读介质中， 以供指令执行系统、 装置或设备（如基于计算机的系统、 包括处理器的系统或其他可 以从指令执行系统、 装置或设备取指令并执行指令的系统）使用， 或结合这些指令执 行系统、装置或设备而使用。就本说明书而言， "计算机可读介质"可以是任何可以包含、 存储、 通信、 传播或传输程序以供指令执行系统、 装置或设备或结合这些指令执行系 统、 装置或设备而使用的装置。 计算机可读介质的更具体的示例 （非穷尽性列表） 包 括以下： 具有一个或多个布线的电连接部（电子装置），便携式计算机盘盒（磁装置）， 随机存取存储器 （RAM ) , 只读存储器〔ROM )， 可擦除可编辑只读存储器（EPROM 或闪速存储器） ， 光纤装置， 以及便携式光盘只读存储器 （CDROM ) , 另外， 计算机 可读介质甚至可以是可在其上打印所述程序的纸或其他合适的介质， 因为可以例如通 过对纸或其他介质进行光学扫描， 接着进行编辑、 解译或必要时以其他合适方式进行 处理来以电子方式获得所述程序， 然后将其存储在计算机存储器中„
应当理解， 本发明的各部分可以用硬件、 软件、 固件或它们的组合来实现。 在上 述实施方式中， 多个步骤或方法可以用存储在存储器中且由合适的指令执行系统执行 的软件或固件来实现。 例如， 如果用硬件来实现， 和在另一实施方式中一样， 可用本 领域公知的下列扶术中的任一项或他们的组合来实现： 具有用于对数据信号实现逻辑
更正页 （细则第 91条) 功能的逻辑门电路的离散逻辑电路， 具有合适的组合逻辑门电路的专用集成电路， 可 编程门阵列 （PGA ) ， 现场可编程门阵列 （FPGA ) 等。
本技术领域的普通技术人员可以理解实现上述实施例方法携带的全部或部分步骤 是可以通过程序来指令相关的硬件完成， 所述的程序可以存储于一种计算机可读存储 介质中， 该程序在执行时， 包括方法实施例的步骤之一或其组合。
此外， 在本发明各个实施例中的各功能单元可以集成在一个处理模块中， 也可以 是各个单元单独物理存在， 也可以两个或两个以上单元集成在一个模块中。 上述集成 的模块既可以采用硬件的形式实现， 也可以采用软件功能模块的形式实现。 所述集成 的模块如果以软件功能模块的形式实现并作为独立的产品销售或使用时， 也可以存储 在一个计算机可读取存储介质中。
上述提到的存储介质可以是只读存储器， 磁盘或光盘等。
在本说明书的描述中， 参考术语"一个实施例"、 "一些实施例"、 "示例"、 "具体示 例"， 或"一些示例"等的描述意指结合该实施例或示例描述的具体特征、 结构、 材料或 者特点包含于本发明的至少一个实施例或示例中。 在本说明书中， 对上述术语的示意 性表述不一定指的是相同的实施例或示例， 而且， 描述的具体特征、 结构、 材料或者 特点可以在任何的一个或多个实施例或示例中以合适的方式结合。
尽管已经示出和描述了本发明的实施例， 对于本领域的普通技术人员而言， 可以 理解在不脱离本发明的原理和精神的情况下可以对这些实施例进行多种变化、 修改、 替换和变型 > 本发明的范围由所附权利要求及其等同限定。
更正页 （细则第 91条)

Claims

权利要求书
1、 一种电动汽车向外供电的系统， 其特征在于， 包括：
动力电池；
充放电插座， 所述充放电插座与外接负载相连；
双向 DCZDC模块， 所述双向 DC/DC模块的第一直流端与所述动力电池的另一端 相连， 所述双向 DC/DC模块的第二直流端与所述动力电池的一端相连， 其中， 所述第 一直流端为所述双向 DC/DC模块输入及输出的共用直流端；
双向 DC/AC模块， 所述双向 DC/AC模块的第一直流端与所述动力电池的一端相 连， 所述双向 DC/AC模块的第二直流端与所述动力电池的另一端相连；
充放电控制模块， 所述充放电控制模块的一端与所述双向 DC/AC模块的交流端相 连， 所述充放电控制模块的另一端与所述充放电插座相连； 以及
控制器模块， 所述控制器模块与所述充放电控制模块相连， 所述控制器模块用于 控制所述双向 DC/DC模块和双向 DC/AC模块将所述动力电池的电压转换为预设电压 值的交流电， 并通过所述充放电控制模块和所述充放电插座提供至所述外接负载。
2、 如权利要求 1所述的电动汽车向外供电的系统， 其特征在于， 还包括： 连接组件， 所述连接组件连接在所述充放电插座和外接负载之间。
3、 如权利要求 2所述的电动汽车向外供电的系统， 其特征在于， 所述连接组件包 括：
充电枪接口， 所述充电枪接口与所述充放电插座相连；
电源接口， 所述电源接口与所述充电枪接口相连， 所述电源接口向所述外接负载 提供接口。
4、 如权利要求 3所述的电动汽车向外供电的系统， 其特征在于， 所述外接负载为 电器设备。
5、 如权利要求 1所述的电动汽车向外供电的系统， 其特征在于， 还包括： 驱动控制开关， 所述驱动控制开关的一端与所述动力电池一端相连， 所述驱动控 制开关的另一端与所述双向 DC/DC模块的第三直流端相连；
电机控制开关， 所述电机控制开关的一端与所述双向 DC/AC模块的交流端相连， 所述电机控制开关的另一端与电机相连，
其中， 所述控制器模块与所述驱动控制开关和电机控制开关相连， 所述控制器模 块用于根据所述向外供电的系统当前所处的工作模式对所述驱动控制开关和电机控制 开关进行控制。
6、 如权利要求 5所述的电动汽车向外供电的系统， 其特征在于，
当所述向外供电的系统当前所处的工作模式为驱动模式时， 所述控制器模块控制 所述驱动控制开关闭合以关闭所述双向 DC/DC模块， 并控制所述电机控制开关闭合， 以及控制所述充放电控制模块断开。
7、 如权利要求 6所述的电动汽车向外供电的系统， 其特征在于，
当所述向外供电的系统当前所处的工作模式为充放电模式时， 所述控制器模块控 制所述驱动控制开关断开以启动所述双向 DC/DC模块 ,并控制所述电机控制开关断开， 以及控制所述充放电控制模块闭合。
8、 如权利要求 5所述的电动汽车向外供电的系统， 其特征在于， 还包括： 第一预充控制模块， 所述笫一预充控制模块的一端与所述动力电池的一端相连， 所述第一预充控制模块的另一端与所述双向 DC/DC模块的第二直流端相连， 所述第一 预充控制模块用于在为所述双向 DC/DC模块中的电容及母线电容进行预充电， 其中， 所述母线电容连接在所述双向 DCZDC模块的第一直流端和所述双向 DC/DC模块的第 三直流端之间。
9、 如权利要求 8所述的电动汽车向外供电的系统， 其特征在于， 所述第一预充控 制模块进一步包括：
第一电阻和第一开关， 所述第一电阻的一端与所述第一开关的一端相连， 所述第 一电阻的另一端与所述动力电池的一端相连， 所述第一开关的另一端与所述双向 DC/DC模块的笫二直流端相连；
第二开关， 所述第一电阻和所述第一开关串联之后与所述第二开关并联， 其中， 所述控制器模块在所述向外供电的系统启动时控制所述第一开关闭合以对 所述双向 DC/DC模块中的电容及母线电容进行预充电， 并在所述母线电容的电压与所 述动力电池的电压成预设倍数时， 控制所述第一开关断开同时控制所述第二开关闭合。
10、如权利要求 5所述的电动汽车向外供电的系统，其特征在于，所述双向 DC/DC 模块进一步包括：
相互串联的第一开关管和第二开关管， 所述相互串联的第一开关管和第二开关管 连接在所述双向 DC/DC模块的第一直流端和第三直流端之间， 所述第一开关管和第二 开关管受所述控制器模块的控制， 其中， 所述第一开关管和第二开关管之间具有第一 节点； 第一二极管， 所述第一二极管与所述第一开关管反向并联；
第二二极管， 所述第二二极管与所述第二开关管反向并联；
第一电感， 所述第一电感的一端与所述第一节点相连， 所述第一电感的另一端与 所述动力电池的一端相连； 以及
第一电容， 所述第一电容的一端与所述第一电感的另一端相连， 所述第一电容的 另一端与所述动力电池的另一端相连。
1 1、 如权利要求 5所述的电动汽车向外供电的系统， 其特征在于， 还包括： 漏电流削减模块， 所述潺电流削减模块连接在所述双向 DC/DC模块的第一直流端 和所述双向 DC/DC模块的第三直流端之间。
12、 如权利要求 1 1所述的电动汽车向外供电的系统， 其特征在于， 所述漏电流削 减模块进一步包括：
第二电容和第三电容， 所述第二电容的一端与所述第三电容的一端相连， 所述笫 二电容的另一端与所述双向 DC/DC模块的第一直流端相连， 所述第三电容的另一端与 所述双向 DC/DC模块的第三直流端相连， 其中， 所述第二电容和第三电容之间具有第 二节点。
13、 如权利要求 12所述的电动汽车向外供电的系统， 其特征在于， 还包括： 滤波模块，所述滤、波模块连接在所述双向 DC/AC模块和所述充放电控制模块之间。
14、 如权利要求 13所述的电动汽车向外供电的系统， 其特征在于， 还包括： 滤波控制模块， 所述滤波控制模块连接在所述第二节点和所述滤波模块之间， 所 述滤波控制模块受所述控制器模块控制， 所述控制器模块在所述向外供电的系统当前 所处的工作模式为驱动模式时控制所述滤波控制模块断开。
15、 如权利要求 13所述的电动汽车向外供电的系统， 其特征在于， 还包括： EMI模块， 所述 EMI模块连接在所述充放电插座和充放电控制模块之间。
16、 如权利要求 15所述的电动汽车向外供电的系统， 其特征在于， 还包括： 第二预充控制模块， 所述第二预充模块与所述充放电控制模块并联， 所述第二预 充控制模块用于对所述滤波模块中的电容进行预充电，
其中， 在进入放电模式之后， 所述控制器模块控制所述滤波控制模块闭合， 并控 制所述第二预充控制模块对所述滤波模块中的电容进行预充电， 直至所述滤波模块中 的电容的电压达到预设闹值， 所述控制器模块控制所述第二预充控制模块断开并控制 所述充放电控制模块闭合。
17、 如权利要求 1 所述的电动汽车向外供电的系统， 其特征在于， 所述充放电控 制模块进一步包括：
三相开关和 /或单相开关， 用于实现三相放电或单相放电。
18、 一种电动汽车， 其特征在于， 包括如权利要求 1-17任一项所述的放电系统。
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PCT/CN2012/088114 WO2013097830A1 (zh) 2011-12-31 2012-12-31 用于电动汽车的大功率充电系统及其控制方法
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PCT/CN2012/088048 WO2013097811A1 (zh) 2011-12-31 2012-12-31 用于电动汽车的放电系统
PCT/CN2012/087992 WO2013097797A1 (zh) 2011-12-31 2012-12-31 电动汽车及其放电装置
PCT/CN2012/088044 WO2013097810A1 (zh) 2011-12-31 2012-12-31 电动汽车与其交流充电通讯方法及充电桩
PCT/CN2012/087997 WO2013097798A1 (zh) 2011-12-31 2012-12-31 电动汽车及其放电装置
PCT/CN2012/088058 WO2013097815A1 (zh) 2011-12-31 2012-12-31 电动汽车及在充放电和驱动功能之间切换的动力系统
PCT/CN2012/088074 WO2013097820A1 (zh) 2011-12-31 2012-12-31 电动汽车及其的充电控制系统
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