CN209982383U - Drive circuit and electric automobile driving system - Google Patents
Drive circuit and electric automobile driving system Download PDFInfo
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- CN209982383U CN209982383U CN201920408060.5U CN201920408060U CN209982383U CN 209982383 U CN209982383 U CN 209982383U CN 201920408060 U CN201920408060 U CN 201920408060U CN 209982383 U CN209982383 U CN 209982383U
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/64—Electric machine technologies in electromobility
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/70—Energy storage systems for electromobility, e.g. batteries
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Abstract
The application provides a drive circuit and an electric automobile drive system. The driving circuit comprises a power supply unit and an inverter circuit. The power supply unit includes three battery packs. One end of each battery pack is independent of the other end of each battery pack. The other end of each battery is collinear with the other end of the other two batteries. The inverter circuit includes three bridge arms. One potential point of three bridge arms is collinear. The collinear potential point is connected with one collinear end of the battery pack. And the other potential point of each bridge arm is connected with one end of a battery pack which is independent from each other. The three battery packs are mutually independent, and the three bridge arms are mutually independent, so that the driving circuit has more degrees of freedom. The driving circuit can realize the heating function, the quick charging function and the balancing function of the battery on the basis of not adding other devices.
Description
Technical Field
The application relates to the field of new energy automobiles, in particular to a driving circuit and an electric automobile driving system.
Background
Currently, the energy storage device of the electric vehicle may be a lithium ion battery. The power device of the electric automobile can adopt a three-phase synchronous motor or a three-phase asynchronous motor. The nominal voltage of a single lithium ion battery is generally less than 5V, and a battery pack with the voltage of dozens to hundreds of volts is formed by connecting one or more batteries in parallel and dozens or hundreds of batteries in series and is used for driving a vehicle. The bus voltage range of the passenger vehicle is 275V-550V, and the bus voltage range of the commercial vehicle is 450V-820V.
The traditional scheme for driving the motor by the battery pack is as follows: the battery pack in series-parallel connection of the single bodies is connected with a direct-current high-voltage bus as a whole, direct current of the battery is converted into alternating current through a three-phase full-bridge inverter circuit, and the three-phase motor is driven by the three-phase alternating current. The traditional scheme of the battery pack driving motor is single in function, and operation under the fault of the battery pack cannot be achieved.
SUMMERY OF THE UTILITY MODEL
Therefore, a driving circuit and an electric vehicle driving system are needed to be provided for solving the problems that the traditional scheme of driving the motor by the battery pack is single in function and cannot operate under the fault of the battery pack.
A drive circuit, comprising:
a power supply unit including a first battery pack, a second battery pack, and a third battery pack; and
the inverter circuit comprises a first bridge arm, a second bridge arm and a third bridge arm;
a first electrode of the first battery pack is connected with an upper bridge arm bus of the first bridge arm, a first electrode of the second battery pack is connected with an upper bridge arm bus of the second bridge arm, and a first electrode of the third battery pack is connected with an upper bridge arm bus of the third bridge arm;
the second electrode of the first battery, the second electrode of the second battery, and the second electrode of the third battery are collinear to form a first end;
the lower bridge arm of the first bridge arm, the lower bridge arm of the second bridge arm and the lower bridge arm of the third bridge arm are collinear to form a second end;
the first end is connected with the second end bus.
In one embodiment, each battery pack in the power supply unit includes one battery cell and one first bypass switch, and one battery cell and one first bypass switch are connected in series.
In one embodiment, each battery cell comprises:
the number of the battery cells in one battery unit is the same as that of the battery cells in the other two battery units;
the connection mode of the battery cells in one battery unit is the same as that of the battery cells in the other two battery units.
In one embodiment, the connection manner of the battery cells in the battery unit is one of a plurality of battery cells connected in series, a plurality of battery cells connected in parallel and then connected in series, a plurality of battery cells connected in parallel, or a plurality of battery cells connected in series and then connected in parallel.
In one embodiment, the method further comprises the following steps:
a second bypass switch electrically connected between the first end and the second end.
In one embodiment, the second bypass switch is one of an electromagnetic relay, an insulated gate bipolar transistor, or a metal-oxide semiconductor field effect transistor.
In one embodiment, each leg of the inverter circuit comprises:
the collector terminal of one power switch device in the two power switch devices connected in series is connected with the positive bus of one battery pack;
and the emitter terminal of the other power switch device in the two power switch devices connected in series is connected with the negative bus of one battery pack.
An electric vehicle drive system comprising:
a drive circuit as described in any of the above embodiments;
the battery management circuit is electrically connected with the driving circuit; and
and the first controller is electrically connected with the driving circuit.
In one embodiment, the battery management circuit comprises:
the detection circuit is electrically connected with the power supply unit; and
and the second controller is electrically connected with the power supply unit.
In one embodiment, the detection circuit comprises a voltage detection unit, a current detection unit and a temperature detection unit, and the voltage detection unit, the current detection unit and the temperature detection unit are respectively electrically connected with the power supply unit.
The application provides a drive circuit and an electric automobile drive system. The driving circuit comprises a power supply unit and an inverter circuit. The power supply unit includes three battery packs. One end of each battery pack is independent of the other end of each battery pack. The other end of each battery is collinear with the other end of the other two batteries. The inverter circuit includes three bridge arms. One potential point of three bridge arms is collinear. The collinear potential point is connected with one collinear end of the battery pack. And the other potential point of each bridge arm is connected with one end of a battery pack which is independent from each other. The three battery packs are mutually independent, and the three bridge arms are mutually independent, so that the driving circuit has more degrees of freedom. The driving circuit can realize the functions of running, heating, quick charging and balancing under the fault of the battery on the basis of not adding other devices.
Drawings
Fig. 1 is a driving circuit diagram according to an embodiment of the present application;
fig. 2 is a driving circuit diagram according to an embodiment of the present application;
fig. 3 is a voltage space vector diagram of a driving circuit according to an embodiment of the present application;
FIG. 4 is a diagram of an electric vehicle drive system according to an embodiment of the present application;
FIG. 5 is a diagram of an electric vehicle drive system according to an embodiment of the present application;
fig. 6 is a flowchart of a driving method of an electric vehicle according to an embodiment of the present application;
fig. 7 is a flowchart of a method for heating a battery of an electric vehicle according to an embodiment of the present application;
FIG. 8 is a current-voltage state diagram provided by one embodiment of the present application;
fig. 9 is a flowchart of a method for fast charging and balancing an electric vehicle according to an embodiment of the present application;
FIG. 10 is a graph illustrating current variation during charging according to an embodiment of the present application;
fig. 11 is a charging topology diagram of an electric vehicle according to an embodiment of the present application.
Description of the main element reference numerals
Third charging switch 63 of three-phase motor 30 of third battery pack 13
Fourth charging switch 64 of first end 101 electric vehicle driving system 200
Battery unit 110 and fifth charging switch 65 of battery management circuit 40
Sixth charging switch 66 of cell 111 detection circuit 41
Charging interface 70 of voltage detection unit 411 of first bypass switch 120
Second charging muzzle 72 of inverter circuit 20 temperature monitoring unit 413
Third charging muzzle 73 of second controller 42 of first bridge arm 21
Detailed Description
In order to make the aforementioned objects, features and advantages of the present application more comprehensible, embodiments accompanying the present application are described in detail below with reference to the accompanying drawings. In the following description, numerous specific details are set forth in order to provide a thorough understanding of the present application. This application is capable of embodiments in many different forms than those described herein and those skilled in the art will be able to make similar modifications without departing from the spirit of the application and it is therefore not intended to be limited to the embodiments disclosed below.
It will be understood that when an element is referred to as being "disposed on" another element, it can be directly on the other element or intervening elements may also be present. When an element is referred to as being "connected" to another element, it can be directly connected to the other element or intervening elements may also be present.
Unless defined otherwise, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs. The terminology used herein in the description of the present application is for the purpose of describing particular embodiments only and is not intended to be limiting of the application. As used herein, the term "and/or" includes any and all combinations of one or more of the associated listed items.
Referring to fig. 1, an embodiment of the present application provides a driving circuit 100. The driving circuit 100 includes a power supply unit 10 and an inverter circuit 20.
The power supply unit 10 includes a first battery pack 11, a second battery pack 12, and a third battery pack 13. Inverter circuit 20 includes a first leg 21, a second leg 22, and a third leg 23. The first electrode of first battery pack 11 is connected to the upper arm bus of first arm 21. The first electrode of second battery pack 12 is connected to the upper arm bus of second arm 22. The first electrode of the third battery pack 13 is connected to the upper arm bus of the third arm 23. The second electrode of the first cell stack 11, the second electrode of the second cell stack 12 and the second electrode of the third cell stack 13 are collinear to form a first end 101. The lower leg of first leg 21, the lower leg of second leg 22, and the lower leg of third leg 23 are collinear to form a second end 201. The first end 101 is busbar connected to the second end 201. The first battery pack 11 has an equivalent resistance R1. The second battery pack 12 has an equivalent resistance R2. The third battery pack 13 has an equivalent resistance R3.
In this embodiment, the power supply unit 10 includes three battery packs. One end of each battery pack is independent of the other end of each battery pack. The other end of each battery pack is collinear with the other end of the other two battery packs. The inverter circuit 20 includes three bridge arms. One potential point of three bridge arms is collinear. The collinear potential point is connected with one end of the battery pack which is collinear. And the other potential point of each bridge arm is connected with one end of a battery pack which is independent from each other. The three battery packs are independent of each other, and the three bridge arms are independent of each other, so that the driving circuit 100 has more degrees of freedom. The driving circuit 100 can realize the heating function, the quick charging function and the balancing function of the battery on the basis of not adding other devices.
Referring to fig. 2, in one embodiment, each battery pack in the power supply unit 10 includes a battery unit 110 and a first bypass switch 120.
One of the battery cells 110 and one of the first bypass switches 120 are connected in series. The power supply unit 10 includes a plurality of battery cells 111 therein. The types and nominal capacities of the plurality of battery cells 111 may be the same. The plurality of cells 111 may be divided into three groups on average. A plurality of battery cells 111 in each group are connected to each other to form one battery unit 110. The connection manner of the battery cells 111 in one battery unit 110 is the same as that of the battery cells 111 in the other two battery units 110. The connection mode is one of a plurality of the battery cells 111 being connected in series, a plurality of the battery cells 111 being connected in series after being connected in parallel, a plurality of the battery cells 111 being connected in parallel, or a plurality of the battery cells 111 being connected in parallel after being connected in series.
The first bypass switch 120 may be a relay. The first bypass switch 120 may also be a switch circuit formed by connecting a relay and a pre-charge group connected in series in parallel. The first bypass switch 120 is one of an electromagnetic relay, an insulated gate bipolar transistor, or a metal-oxide semiconductor field effect transistor.
In this embodiment, each battery pack is connected to a first bypass switch 120, so that each battery pack can be independently controlled. When one of the battery packs fails, the isolation of the failed battery pack from the normal battery pack can be achieved by opening the first bypass switch 120 connected to the failed battery pack. The isolation of the faulty battery pack from the normal battery pack avoids the problem that the entire power supply unit 10 cannot operate due to a fault in one battery pack.
In one embodiment, the driving circuit 100 further comprises a second bypass switch 130.
The second bypass switch 130 is electrically connected between the first end 101 and the second end 201. The second bypass switch 130 may be a relay. The second bypass switch 130 may also be a switch circuit formed by connecting a relay in parallel with a pre-charge relay and a pre-charge group connected in series. The second bypass switch 130 is one of an electromagnetic relay, an insulated gate bipolar transistor, or a metal-oxide semiconductor field effect transistor. By turning off the second bypass switch 130, the power supply unit 10 and the inverter circuit 20 can be disconnected.
In one embodiment, each leg of the inverter circuit 20 includes two power switches 211 connected in series.
The collector terminal of one 211 of the two series-connected power switches 211 is connected to the positive bus of one battery. The emitter terminal of the other power switch 211 of the two series-connected power switches 211 is connected to the negative bus of one battery. One power switching device 211 of each leg may constitute an upper leg of one leg. The other power switch device 211 of each leg may form the lower leg of one leg. The bridge arm can be an insulated gate bipolar transistor. The three-phase output ends of the inverter circuit 20 are respectively connected to a three-phase bus W, U, V of the three-phase motor 30. The three-phase motor 30 may be a three-phase synchronous motor. The three-phase motor 30 may also be a three-phase asynchronous motor.
When the load current of first battery pack 11 is I1The load current of the second battery pack 12 is I2Load current of third battery pack 13 is I3Then, the voltage of the three-phase independent bridge arm is u1、u2、u3. Said u is1The u2And said u3The following formula is satisfied:
u1＝E1-I1R1
u2＝E2-I2R2
u3＝E3-I3R3formula set (1)
During control, only one switch of each bridge of the inverter circuit 20 is turned on at any time. The inverter circuit 20 state may be characterized by a three-dimensional vector. Conducting the lower arm of the first arm 21, conducting the lower arm of the second arm 22, and conducting the upper arm of the third arm 23 to be marked as U1(001). By analogy, U can be obtained0(000)、U1(001)、U2(010)、U3(011)、U4(100)、U5(101)、U6(110)、U7(111). Since the voltages of the three legs of the inverter circuit 20 are independent of each other, the voltage vector table of the driving circuit 100 in different leg switching states is shown in table 1 below.
TABLE 1 Voltage vector table of driving circuit under different bridge arm switch states
In the voltage space vector diagram in this embodiment, eight bridge arm switching states correspond to six voltage output space vectors and one zero space vector U0Space vector U generated by different space vectors of battery packs7. In which the basic vector U4(100) Subject to voltage u only1Influence, base vector U2(010) Subject to voltage u only2Influence, base vector U1(001) Subject to voltage u only3(ii) an effect; base vector U6(110) Under voltage u1、u2Influence, base vector U3(011) Under voltage u2、u3Influence, base vector U5(101) Under voltage u1、u3Influence.
When vector U6(110) The amplitude is greater than the vector U4(100) The amplitude value, and when the target driving voltage vector of the electric vehicle needs to be synthesized, in order to ensure that the electric vehicle performs balanced driving, namely, to ensure that the electric quantity of the battery can be balanced while the electric vehicle is started, the basic voltage vector U can be prolonged6(110) And synthesizing the action time of the target driving vector. When the target driving voltage vector of the electric automobile needs to be synthesized, the sub-battery pack with higher electric quantity outputs more energy. When vector U6(110) The amplitude is greater than the vector U4(100) The amplitude value of the basic voltage vector U can be prolonged when the target brake voltage vector of the electric automobile needs to be synthesized4(100) And synthesizing the action time of the target driving vector, namely synthesizing the target braking voltage vector of the electric automobile. And the sub-battery pack with lower current electric quantity absorbs more energy. When the electric vehicle has a serious failure that the first battery pack 11 fails, the basic vector U2(010)，U1(001)，U3(011)，U0(000) Is not affected. Can pass through U2(010)、U1(001)、U3(011) Or U0(000) One power ofThe device switch combination continues to synthesize the target vector, so that the power of the electric automobile is not interrupted, and the device switch combination has a limp home function. When the required electric quantity among the battery packs is balanced, the space vector U can be utilized7And charging and discharging are carried out, so that the electric quantity among the battery packs is balanced.
Referring to fig. 4, an embodiment of the present application provides an electric vehicle driving system 200. The electric vehicle driving system 200 includes a driving circuit 100, a battery management circuit 40, and a first controller 50.
The battery management circuit 40 is electrically connected to the driving circuit 100. The first controller 50 is electrically connected to the driving circuit 100. The driving circuit 100 in this embodiment is similar to the driving circuit 100 in the above embodiments, and is not described herein again. The battery management circuit 40 is configured to detect a state of charge of the power supply unit 10 and an operating state of the power supply unit 10. The battery management circuit 40 is also configured to manage the power supply unit 10. For example, the battery management circuit 40 may control the opening and closing of the first bypass switch 120 and the second bypass switch 130 in the power supply unit 10. The first controller 50 is configured to control the inverter circuit 20 to fixedly turn on the power switch device 211 combination. The battery management circuit 40 is electrically connected to the first controller 50 through an isolation signal circuit.
In this embodiment, the electric vehicle driving system 200 includes a driving circuit 100, a battery management circuit 40, and a first controller 50. The power supply unit 10 in the driving circuit 100 includes three battery packs. One end of each battery pack is independent of the other end of each battery pack. The other end of each battery pack is collinear with the other end of the other two battery packs. The inverter circuit 20 includes three bridge arms. One potential point of three bridge arms is collinear. The collinear potential point is connected with one end of the battery pack which is collinear. And the other potential point of each bridge arm is connected with one end of a battery pack which is independent from each other. The three battery packs are independent of each other, and the three bridge arms are independent of each other, so that the driving circuit 100 has more degrees of freedom. The electric vehicle driving system 200 can realize the heating function, the quick charging function and the balancing function of the electric vehicle battery on the basis of not adding other devices.
Referring to fig. 5, in one embodiment, the electric vehicle has a control center. The battery management circuit 40 includes a detection circuit 41 and a second controller 42.
The detection circuit 41 includes a voltage detection unit 411, a current detection unit 412 and a temperature detection unit 413, and the voltage detection unit 411, the current detection unit 412 and the temperature detection unit 413 are respectively electrically connected to the power supply unit 10. The second controller 42 is electrically connected to the power supply unit 10.
The detection circuit 41 reports the detected voltage, current and temperature signals to the control center of the electric vehicle. The control center controls driving, braking, heating, and balancing of the driving circuit 100 through the first controller 50 and the second controller 42 according to the received signal.
Referring to fig. 6, in an embodiment of the present application, a method for driving an electric vehicle is provided based on the electric vehicle driving system 200. The electric vehicle driving system 200 according to any one of the above embodiments is used for realizing an electric vehicle driving method, and the driving method includes:
s10, the battery management circuit 40 detects whether the power supply unit 10 is in a normal power supply state.
In step S10, the first battery pack 11 has an equivalent resistance R1. The second battery pack 12 has an equivalent resistance R2. The third battery pack 13 has an equivalent resistance R3. The power supply unit 10 includes a plurality of battery cells 111 therein. The types and nominal capacities of the plurality of battery cells 111 may be the same. The plurality of cells 111 may be divided into three groups on average. A plurality of battery cells 111 in each group are connected to each other to form one battery unit 110. The cells 111 in one of the battery units 110 are connected in the same manner as the cells 111 in the other two battery units 110. The connection mode is one of a plurality of the battery cells 111 being connected in series, a plurality of the battery cells 111 being connected in series after being connected in parallel, a plurality of the battery cells 111 being connected in parallel, or a plurality of the battery cells 111 being connected in parallel after being connected in series.
S20, if the first battery pack 11, the second battery pack 12, and the third battery pack 13 are all in the normal power supply state, the battery management circuit 40 sequentially detects the power states of the first battery pack 11, the second battery pack 12, and the third battery pack 13, and determines the highest power battery pack and the lowest power battery pack.
In step S20, the battery management circuit 40 includes a detection circuit and a determination unit. The detection circuit is used for detecting the voltage, the current, the electric quantity and the temperature of each battery pack.
And S30, when the electric automobile is in a starting state or a driving state, controlling the conduction time of the upper bridge arm of the bridge arm connected with the highest-electric-quantity battery pack to be longer than the conduction time of the upper bridge arm of the bridge arm connected with the lowest-electric-quantity battery pack through the first controller 50 so as to control the output electric quantity time of the highest-electric-quantity battery pack to be longer than the output electric quantity time of the lowest-electric-quantity battery pack, synthesizing a driving voltage, and ensuring that the electric automobile is driven in a balanced manner.
In step S30, when the vector U is6(110) The amplitude is greater than the vector U4(100) The amplitude value of the basic voltage vector U can be prolonged when the target driving voltage vector of the electric automobile needs to be synthesized6(110) And synthesizing the action time of the target driving vector.
In this embodiment, the electric vehicle driving system 200 is adopted to implement an electric vehicle driving method. The electric vehicle driving method can ensure that the electric quantity of the three battery packs in the power supply unit 10 can be balanced in the starting or driving process of the electric vehicle.
In one embodiment, the step S10 of the battery management circuit 40 detecting whether the power supply unit 10 is in a normal power supply state includes:
the battery management circuit 40 detects and determines whether the output voltage of the power supply unit 10 is equal to or greater than a fault threshold voltage. If the output voltage is greater than or equal to the fault threshold voltage, the power supply unit 10 is in a normal power supply state. The fault threshold voltage may be a stored fault threshold voltage in the battery management circuit 40.
In another embodiment, at S10, the battery management circuit 40 detects whether the power supply unit 10 is in a normal power supply state, and the step of the power supply unit 10 including the first battery pack 11, the second battery pack 12, and the third battery pack 13 includes:
the battery management circuit 40 detects and determines whether the cell temperature of the power supply unit 10 is less than a fault threshold temperature. If the cell temperature is lower than the fault threshold temperature, the power supply unit 10 is in a normal power supply state. The fault threshold temperature may be a stored fault threshold temperature in the battery management circuit 40.
In this embodiment, when the power supply unit 10 fails, the output voltage, the output current, and the cell temperature may change. Therefore, by detecting the output voltage of the power supply unit 10 or by detecting the cell temperature of the power supply unit 10, it is possible to detect whether the power supply unit 10 is in a normal power supply state. It is also possible to detect whether the power supply unit 10 is in a normal power supply state by detecting the output current of the power supply unit 10.
In one embodiment, the method further comprises:
if the output voltage is less than the fault threshold voltage, or the cell temperature is greater than or equal to the fault threshold temperature, the power supply unit 10 is in an abnormal power supply state. When the power supply unit 10 is in the abnormal power supply state, the battery management circuit 40 determines whether each battery pack is in the normal power supply state by detecting the output voltage of each battery pack or the temperature of each battery pack. When one battery pack is in an abnormal power supply state, the normally supplied batteries are controlled to combine into a driving voltage so as to ensure that the electric automobile has a limp home function.
In an alternative embodiment, the base vector U is used when the electric vehicle has a serious failure such as failure of the first battery pack 112(010)，U1(001)，U3(011)，U0(000) Is not affected. Can pass through U2(010)、U1(001)、U3(011) Or U0(000) One switch combination in the system continues to synthesize the target vector, so that the power of the electric automobile is not interrupted, and the electric automobile has a limp home function.
In this embodiment, when a serious failure occurs in the electric vehicle power system (for example, a battery pack fails), a base voltage vector which is not affected by the failure may be adopted to synthesize a target driving/braking voltage vector, so as to ensure that the electric vehicle is not powered off and has a limp home function.
In one embodiment, the method further comprises:
when the highest-charge battery pack and the lowest-charge battery pack are determined, and the electric automobile is in a braking state. The first controller 50 controls the conduction time of the upper bridge arm of the bridge arm connected with the highest-electricity battery pack to be less than or equal to the conduction time of the upper bridge arm of the bridge arm connected with the lowest-electricity battery pack. The first controller 50 is configured to control the battery pack with the lowest electric quantity to absorb the electric quantity for a time period longer than the battery pack with the highest electric quantity to absorb the electric quantity for a time period longer than the battery pack with the lowest electric quantity, so as to ensure that the electric vehicle performs balanced braking.
In an alternative embodiment, vector U6(110) The amplitude is greater than the vector U4(100) The amplitude value. When the target brake voltage vector of the electric automobile needs to be synthesized, the basic voltage vector U can be prolonged4(100) And synthesizing the action time of the target brake vector. When synthesizing the target brake voltage vector of the electric automobile, the sub-battery pack with lower current electric quantity absorbs more energy.
In this embodiment, when synthesizing a target braking voltage vector of an electric vehicle, the action time of the basic voltage vector with a smaller amplitude is increased, and the sub-battery pack with a lower current electric quantity can absorb more energy under the condition of ensuring the braking of the electric vehicle.
Referring to fig. 7, an embodiment of the present application provides a method for heating a battery of an electric vehicle. The electric vehicle battery heating method is realized by adopting the electric vehicle driving system 200.
The electric vehicle driving system 200 includes a driving circuit 100, a battery management circuit 40 electrically connected to the driving circuit 100, and a first controller 50 electrically connected to the driving circuit 100.
The driving circuit 100 includes a power supply unit 10, an inverter circuit 20, and a three-phase motor 30 connected by a bus bar. The power supply unit 10 includes three battery packs. The inverter circuit 20 includes three bridge arms. And the positive electrode of each battery pack is connected with the upper bridge arm bus of one bridge arm. And after the cathodes of the three battery packs are collinear, the cathodes of the three battery packs are connected with the lower bridge arm buses of the three bridge arms. Each phase bus of the three-phase motor 30 is connected to an output end of one of the bridge arms.
The battery heating method includes:
before the electric automobile is started, whether the electric automobile needs to be heated by the battery is judged through the battery management circuit 40. After it is determined that the electric vehicle needs to be heated by the battery, the first controller 50 controls the inverter circuit 20 to enable the power supply unit 10 to charge the three-phase motor 30, and the three-phase motor 30 stores electric energy.
After the electric quantity in the three-phase motor 30 reaches the storage threshold, the first controller 50 controls the inverter circuit 20 to enable the three-phase motor 30 to charge the power supply unit 10, and the power supply unit 10 polarizes itself in the charging and discharging processes, so as to realize controllable temperature rise of each battery pack in the power supply unit 10.
The battery heating method comprises energy mutual transfer between any two battery packs. The battery heating method further comprises energy mutual transfer among the three battery packs. During the energy transfer, the energy stored in the coils of the three-phase machine by the battery pack is not dissipated. The energy stored by the battery pack in the windings of the three-phase motor 30 can be transferred to another battery pack. That is, the power output by the power supply unit 10 is only rarely consumed on the line set, and the rest of the power is returned to the power supply unit 10. During the energy transfer process, the power supply unit 10 generates heat inside the battery cell due to the polarization of the battery pack itself, and the heat can be used for heating the battery.
To achieve the above energy transfer, the power switch device 211 is turned on and off sequentially. The power switch device 211 switches the switching state among the above switching states U0(000), U1(001), U2(010), U3(011), U4(100), U5(101), U6(110), and U7 (111). The switching method may be a time-series switching composition cycle of four switching states step1, step2, step3, step 4. The cycle may be step1 → step2 → step3 → step4 → step 1. The cycle may also be step1 → step4 → step3 → step2 → step 1. The four switch state combination basic approaches can be as shown in table 2.
TABLE 2 four basic switch state combinations
The switching method can realize energy transfer through one of the basic approaches. The switching method can also be combined by two or more of the basic approaches described above. The basic approach combination method includes that a step in one basic approach directly switches to a step of the same switch state in another basic approach. In an alternative embodiment, the combination of the basic paths may be U4→U6→U2→U0→U4. Fig. 8 is a current-voltage state diagram under this switch combination. In fig. 8, a square line voltage may be applied to the inductance of the three-phase motor 30 by controlling the switching combination and the switching time of the inverter circuit 20. The line current at the line voltage is in the form of an approximately triangular wave.
In an alternative embodiment, each battery pack employs cell technology parameters of 400V voltage, 42Ah capacity, 16.8kWh energy, 67kg weight, 1300J/(kg. multidot. C.) specific heat capacity, 132m Ω (25 deg.C) internal resistance, 396m Ω (0 deg.C) and 1188m Ω (-20 deg.C). The three-phase motor 30 adopts motor technical parameters of rated power of 60kW, rated direct current bus voltage of 400V, rated current of 115A, peak current of 230A, line resistance of 15.4m omega and line inductance of 1.44 mH.
Under the technical parameters, the temperature rise rate of the battery heating carried out by the battery heating method is 14.4 ℃/min (-20 ℃), 4.8 ℃/min (0 ℃) and 1.6 ℃/min (25 ℃).
In this embodiment, the battery heating method controls the three arms of the inverter circuit 20 to be opened and closed by the first controller 50, so as to complete the repeated driving and braking of the three-phase motor 30. The repeated driving and braking of the three-phase motor 30 realizes the energy output and energy recovery of the power supply unit 10. The polarization of the power supply unit 10 itself is then used to achieve a controlled temperature rise of the battery of the power supply unit 10. The maximum operating current of the power switching device 211 in the inverter circuit 20 and the maximum operating current of the three-phase motor 30 are high. The battery heating method can realize high-power heating and effectively improve the heating efficiency. The power switching device 211 serves as a control element, and the three-phase motor 30 serves as an energy storage element. And a special heating element is not required to be added in the battery heating process, so that the cost of the power system of the electric automobile is reduced.
In one embodiment, after it is determined that the electric vehicle needs to be heated, the first controller 50 controls the inverter circuit 20 to enable the power supply unit 10 to charge the three-phase motor 30, and the step of storing the electric quantity in the three-phase motor 30 includes:
the first controller 50 controls the conduction of the upper bridge arm of at least one bridge arm in the inverter circuit 20. And the first controller 50 controls the conduction of the lower arm of at least one of the remaining arms of the inverter circuit 20, so that the battery pack connected to the arm connected to the upper arm charges the three-phase motor 30. In this embodiment, the inverter circuit 20 realizes the discharge of at least one battery pack in the power supply unit 10.
In one embodiment, the step of controlling, by the first controller 50, the inverter circuit 20 to charge the power supply unit 10 by the three-phase motor 30 after the amount of power in the three-phase motor 30 reaches the storage threshold, and the power supply unit 10 polarizes itself during the charging and discharging processes, so as to achieve the controllable temperature rise of each battery pack in the power supply unit 10 includes:
the first controller 50 controls the conduction of the upper bridge arm of at least one bridge arm in the inverter circuit 20. And the first controller 50 controls the conduction of the lower arm of at least one of the remaining arms of the inverter circuit 20, so that the three-phase motor 30 charges the battery pack connected to the arm connected to the upper arm. In this embodiment, the inverter circuit 20 is used to charge at least one battery pack in the power supply unit 10 by the three-phase motor 30.
In one embodiment, the step of controlling, by the first controller 50, the inverter circuit 20 to charge the power supply unit 10 by the three-phase motor 30 after the amount of power in the three-phase motor 30 reaches the storage threshold, and the power supply unit 10 polarizes itself during the charging and discharging processes, so as to achieve the controllable temperature rise of each battery pack in the power supply unit 10 includes:
the upper arm of the bridge arm connected to the discharged battery pack is controlled to be turned off and the lower arm of the bridge arm connected to the discharged battery pack is controlled to be turned on by the first controller 50. And the first controller 50 controls the conduction of the upper bridge arm of at least one of the remaining bridge arms of the inverter circuit 20, so that the three-phase motor 30 charges the battery pack connected to the bridge arm connected to the upper bridge arm. In this embodiment, the inverter circuit 20 is used to charge the three-phase motor 30 to at least one battery pack of the power supply unit 10 except the discharging battery pack.
In one embodiment, the step of controlling, by the first controller 50, the inverter circuit 20 to charge the power supply unit 10 by the three-phase motor 30 after the amount of power in the three-phase motor 30 reaches the storage threshold, and the power supply unit 10 polarizes itself during the charging and discharging processes, so as to achieve the controllable temperature rise of each battery pack in the power supply unit 10 includes:
the upper arm of the arm connected to the discharged battery pack is controlled to be turned on by the first controller 50, and the lower arm of at least one of the remaining arms of the inverter circuit 20 is controlled to be turned on by the first controller 50, so that the three-phase motor 30 charges the discharged battery pack. In this embodiment, the inverter circuit 20 charges the discharge battery pack by the three-phase motor 30.
In one embodiment, after it is determined that the electric vehicle needs to be heated, the first controller 50 controls the inverter circuit 20 to enable the power supply unit 10 to charge the three-phase motor 30, and the step of storing the electric quantity in the three-phase motor 30 further includes:
and sequentially detecting the electric quantity states of the three battery packs through the battery management circuit 40, and determining the highest electric quantity battery pack and the lowest electric quantity battery pack. The upper bridge arm of the bridge arm connected to the battery pack with the highest electric quantity is controlled to be turned on by the first controller 50, and the lower bridge arm of at least one of the remaining bridge arms of the inverter circuit 20 is controlled to be turned on, so that the battery pack with the highest electric quantity charges the three-phase motor 30. In this embodiment, the inverter circuit 20 realizes the discharge of the battery pack with the highest electric quantity in the power supply unit 10. The battery heating method achieves electric quantity balance among the battery packs while heating the battery packs.
In one embodiment, the step of controlling, by the first controller 50, the inverter circuit 20 to charge the power supply unit 10 by the three-phase motor 30 after the amount of power in the three-phase motor 30 reaches the storage threshold, and the power supply unit 10 polarizes itself during the charging and discharging processes, so as to achieve the controllable temperature rise of each battery pack in the power supply unit 10 includes:
after the three-phase motor 30 is charged, the first controller 50 controls the upper bridge arm of the bridge arm connected to the battery pack with the lowest electric quantity to be conducted, and controls the lower bridge arm of at least one of the remaining bridge arms of the inverter circuit 20 to be conducted, so that the three-phase motor 30 charges the battery pack with the lowest electric quantity. In this embodiment, the inverter circuit 20 charges the battery pack with the lowest electric quantity in the power supply unit 10 by the three-phase motor 30. The battery heating method achieves electric quantity balance among the battery packs while heating the battery packs.
In one embodiment, before the electric vehicle is started, the step of determining whether the electric vehicle needs to be heated by the battery management circuit 40 includes:
whether the cell temperature of the power supply unit 10 is less than a driving threshold temperature is detected by the battery management circuit 40. And when the cell temperature is lower than the driving threshold temperature, confirming that the electric automobile needs to be heated by the battery. And when the cell temperature is greater than or equal to the driving threshold temperature, the electric automobile is normally started.
In one embodiment, after the step of controlling, by the first controller 50, the inverter circuit 20 to charge the power supply unit 10 by the three-phase motor 30 after the amount of power in the three-phase motor 30 reaches the storage threshold, the power supply unit 10 polarizes itself during the charging and discharging processes, so as to achieve the controllable temperature rise of each battery pack in the power supply unit 10, the method further includes:
whether the cell temperature of the power supply unit 10 is less than a driving threshold temperature is detected by the battery management circuit 40. And when the cell temperature is lower than the driving threshold temperature, confirming that the electric automobile needs to continue to heat the battery. And when the cell temperature is greater than or equal to the driving threshold temperature, the electric automobile is normally started.
Referring to fig. 9, in an embodiment of the present application, a method for controlling an electric vehicle is provided based on the electric vehicle driving system. The electric vehicle control method comprises the step of firstly realizing high-power charging of the electric vehicle, which is compatible with the existing infrastructure charging facilities and vehicle-mounted devices, through a charging topology circuit. After charging is finished, the electric quantity difference between each battery pack is detected. If no electric quantity difference exists between every two battery packs or the electric quantity difference between every two battery packs is smaller than or equal to an electric quantity balance threshold value, the electric automobile can directly wait for a driver to start to enter a normal driving mode. And if the electric quantity difference between each battery pack is larger than the electric quantity equalization threshold value, the electric quantity equalization is required.
When the electric automobile finishes charging or is in use, the battery management circuit 40 sequentially detects the electric quantity states of the three battery packs to determine the highest electric quantity battery pack and the lowest electric quantity battery pack. And judging whether the electric quantity difference value between the highest electric quantity battery pack and the lowest electric quantity battery pack is greater than an electric quantity balance threshold value through the battery management circuit 40. If the electric quantity difference is greater than the electric quantity equalization threshold, equalizing the electric quantity of each battery pack in the power supply unit 10 in a parking equalization mode or a driving equalization mode so that the electric quantity difference is smaller than or equal to the electric quantity equalization threshold. The charge equalization threshold is stored in a storage unit of the battery management circuit 40.
In this embodiment, the control method determines the highest-charge battery pack and the lowest-charge battery pack through the battery management circuit 40. And the control method judges whether the electric quantity equalization is required through the battery management circuit 40. And when the electric quantity is required to be balanced, balancing the electric quantity of the electric automobile in a parking balancing mode or a driving balancing mode. In the parking balancing mode or the driving balancing mode, the first controller 50 controls the three bridge arms of the inverter circuit 20 to be opened and closed, so that energy output and energy recovery among the three battery packs are realized, and the problem of energy waste is avoided. The control method does not need to add special energy storage components in the balancing process, so that the cost of the power system of the electric automobile is reduced.
The electric quantity balancing method further comprises the step of detecting whether the balancing under the parking working condition has time. And if the electric quantity under the parking working condition is not balanced in time, the electric automobile directly waits for starting. If the electric quantity under parking is balanced in time, the parking balance current I needs to be calculated0If the parking balance current I0Less than the allowed current threshold I in the driving circuit 100maxAnd then inductive short circuit equalization is adopted. If the balance current I is in parking0Is greater than the allowed current threshold I in the driving circuit 100maxThen, the power transfer equalization is adopted.
In the parking situationThe battery pack balancing method of (1) is used in the electric vehicle having a sufficient parking time. The parking lower balance current I0The calculation formula of (2) is as follows:
I0＝(Emax-Emin)/Rtotalformula (2)
Wherein E ismaxAnd EminThe initial open-circuit voltage of the battery pack with the highest electric quantity and the initial open-circuit voltage of the battery pack with the lowest electric quantity are respectively set; rtotalIs the sum of the battery resistance of the highest charge, the battery resistance of the lowest charge, the wire resistance and the wire resistance of the three-phase motor (30).
The inductance short-circuit balancing method includes directly closing the power switch device 211 of the upper bridge arm of the bridge arm connected to the battery pack to be balanced. At this time, the battery pack with the highest electric quantity is discharged, and a current flows through the power switching device 211 of the upper arm of the arm and the inductance of the three-phase motor 30, and the battery pack with the lowest electric quantity is charged. Along with the balancing process, the current is gradually reduced to balance the battery. The charging process satisfies the equation:
wherein E ismaxEminThe initial open-circuit voltage of the battery pack with the highest electric quantity and the initial open-circuit voltage of the battery pack with the lowest electric quantity are respectively. e.g. of the typemax(t)、eminAnd (t) the real-time open-circuit voltage of the highest electric quantity battery pack and the real-time open-circuit voltage of the lowest electric quantity battery pack are respectively set. i (t) is the real-time current. RtotalThe resistance of the battery pack with the highest electric quantity, the resistance of the battery pack with the lowest electric quantity, the wire resistance and the motor resistance are the sum. L is the loop inductance.
Is the rate of change of the open circuit voltage with the change of the electrical quantity.
In one aspect of the present embodiment, the electric vehicle has sufficient parking time and the in-park balancing current I0Less than the allowed current threshold I in the driving circuit 100max. The inductance short circuit equalization method needs to equalize the electric quantity difference between the first battery pack 11 and the second battery pack 12. The upper leg of the first leg 21 and the upper leg of the second leg 22 can be directly closed during the equalization process. At this time, the first battery pack 11 having a high voltage is discharged, and a current flows through the upper arms of the first arm 21 and the second arm 22 and the three-phase motor 30, and the second battery pack 12 having a low voltage is charged. The current change during charging is shown in fig. 10.
The electric quantity transfer equalization includes closing an upper bridge arm of the bridge arm connected with the battery pack with high electric quantity and closing a lower bridge arm of the bridge arm connected with the battery pack with low electric quantity. At this time, the high-capacity battery pack charges the three-phase motor 30. And before the inductive current reaches the maximum allowable current, the upper bridge arm of the bridge arm connected with the battery pack with high electric quantity is switched off, and the lower bridge arm of the bridge arm connected with the battery pack with high electric quantity is switched on. And switching off the lower bridge arm of the bridge arm connected with the battery pack with low electric quantity, and switching on the upper bridge arm of the bridge arm connected with the battery pack with low electric quantity. The three-phase motor 30 charges the low-capacity battery pack at this time. And after the inductive discharge is finished, the upper bridge arm of the three-phase motor 30 connected with the battery pack with low electric quantity is switched off, and the lower bridge arm of the three-phase motor 30 connected with the battery pack with low electric quantity is switched on. And continuously circulating the steps until the electric quantity difference between the electric quantity high battery pack and the electric quantity low battery pack is less than or equal to the electric quantity balance threshold value.
The battery pack balancing method under the driving/braking condition comprises the step of synthesizing a target driving voltage vector by a vector control method through a basic voltage space vector shown in figure 3. When synthesizing the target driving voltage vector of the electric automobile, the action time of the basic voltage vector with larger amplitude is prolonged, namely, the sub-battery pack with higher current electric quantity outputs more energy. When the target brake voltage vector of the electric automobile is synthesized, the action time of the basic voltage vector with smaller amplitude is prolonged, and the sub-battery pack with lower current electric quantity absorbs more energy. The driving process is repeated continuously until the electric quantity difference between the electric quantity high battery pack and the electric quantity low battery pack is less than or equal to the electric quantity balance threshold value. Thereafter, the electric vehicle enters a normal driving/braking mode.
And when the electric automobile does not perform the parking balance or after the parking balance is finished, the electric automobile waits for starting. After the electric automobile is started, whether driving balance needs to be carried out or not needs to be judged according to the electric quantity difference between each battery pack. And if the electric quantity difference is larger than an electric quantity balance threshold value, the driving balance is carried out. The driving balance further comprises driving process balance and discharging process balance. And when the electric quantity difference is judged to be smaller than or equal to the electric quantity balance threshold value, the electric automobile enters a normal driving mode.
One embodiment of the application provides an electric vehicle charging method. The charging circuit topology used in the electric vehicle charging process is shown in fig. 11.
The circuit topology comprises a power supply unit 10, a power distributor 60 and a charging interface 70.
The power supply unit 10 includes a first battery pack 11, a second battery pack 12, and a third battery pack 13. The power distributor 60 includes a first charging switch 61, a second charging switch 62, a third charging switch 63, a fourth charging switch 64, a fifth charging switch 65, and a sixth charging switch 66. The positive electrode of the first battery pack 11 is connected to one end bus of the first charging switch 61. The positive electrode of the second battery pack 12 is connected to one end bus of the second charging switch 62. The positive electrode of the third battery pack 13 is connected to one end bus of the third charging switch 63. The negative pole of the first cell stack 11, the negative pole of the second cell stack 12 and the negative pole of the third cell stack 13 are collinear to form a first end 101. The first end 101 is respectively connected to one end of the fourth charging switch 64, one end of the fifth charging switch 65, and one end of the sixth charging switch 66 through a bus bar. The charging interface 70 includes a first charging muzzle 71, a second charging muzzle 72, and a third charging muzzle 73. The other end of the first charging switch 61 is connected to the positive electrode of the first charging muzzle 71. The other end of the second charging switch 62 is connected to the positive electrode of the second charging muzzle 72. The other end of the third charging switch 63 is connected to the positive electrode of the third charging muzzle 73. The other end of the fourth charging switch 64 is connected to the negative electrode of the first charging muzzle 71. The other end of the fifth charging switch 65 is connected to the negative electrode of the second charging muzzle 72. The other end of the sixth charging switch 66 is connected to the negative electrode of the third charging muzzle 73.
The electric vehicle charging method includes connecting the first charging muzzle 71, the second charging muzzle 72, and the third charging muzzle 73 to three charging guns. The charging guns may be three charging guns provided by a single charging pile. The rifle that charges can also be a plurality of three electric pile that fill that provide of electric pile. After the three charging muzzles are connected, the first controller 50 controls the first charging switch 61 and the fourth charging switch 64 to be closed. The battery management circuit 40 establishes communication with the control system of the charging device to which the first charging muzzle 71 is connected. After the information interaction is completed, the first bypass switch 120 and the second bypass switch 130 corresponding to the first battery pack 11 are closed, so as to charge the first battery pack 11. The first controller 50 controls the second charge switch 62 and the fifth charge switch 65 to be closed. The battery management circuit 40 establishes communication with the control system of the charging device to which the second charging muzzle 72 is connected. After the information interaction is completed, the first bypass switch 120 and the second bypass switch 130 corresponding to the second battery pack 12 are closed, so as to charge the second battery pack 12. The first controller 50 controls the third charge switch 63 and the sixth charge switch 66 to be closed. The battery management circuit 40 establishes communication with the control system of the charging device to which the third charging muzzle 73 is connected. After the information interaction is completed, the first bypass switch 120 and the second bypass switch 130 corresponding to the third battery pack 13 are closed, so as to charge the third battery pack 13.
According to the battery pack charging system, the function that the three charging guns charge the battery pack at the same time is achieved through the topological structure and the control method. The charging method avoids the limitation of current carrying capacity during single-gun high-power charging, improves the total charging current of the battery pack, and realizes the compatibility with the voltage grade of the existing charging facilities and vehicle-mounted components.
The technical features of the embodiments described above may be arbitrarily combined, and for the sake of brevity, all possible combinations of the technical features in the embodiments described above are not described, but should be considered as being within the scope of the present specification as long as there is no contradiction between the combinations of the technical features.
The above-mentioned embodiments only express several embodiments of the present application, and the description thereof is more specific and detailed, but not construed as limiting the claims. It should be noted that, for a person skilled in the art, several variations and modifications can be made without departing from the concept of the present application, which falls within the scope of protection of the present application. Therefore, the protection scope of the present patent shall be subject to the appended claims.
Claims (10)
1. A driver circuit (100), comprising:
a power supply unit (10) comprising a first battery pack (11), a second battery pack (12) and a third battery pack (13); and
an inverter circuit (20) comprising a first leg (21), a second leg (22), and a third leg (23);
a first electrode of the first battery pack (11) is connected with an upper bridge arm bus of the first bridge arm (21), a first electrode of the second battery pack (12) is connected with an upper bridge arm bus of the second bridge arm (22), and a first electrode of the third battery pack (13) is connected with an upper bridge arm bus of the third bridge arm (23);
-a second electrode of the first battery (11), a second electrode of the second battery (12) and a second electrode of the third battery (13) are collinear to form a first end (101);
the lower legs of said first leg (21), second leg (22) and third leg (23) being collinear to form a second end (201);
the first end (101) is busbar connected to the second end (201).
2. The drive circuit (100) according to claim 1, wherein each battery pack in the power supply unit (10) comprises one battery cell (110) and one first bypass switch (120), one battery cell (110) and one first bypass switch (120) being connected in series.
3. The drive circuit (100) of claim 2, wherein each battery cell (110) comprises:
a plurality of cells (111), the number of cells (111) in one battery unit (110) being the same as the number of cells (111) in the other two battery units (110);
the connection mode of the battery cells (111) in one battery unit (110) is the same as that of the battery cells (111) in the other two battery units (110).
4. The driving circuit (100) of claim 3, wherein the cells in the one battery unit are connected in one of a series connection of a plurality of the cells (111), a series connection of a plurality of the cells (111) after being connected in parallel, a parallel connection of a plurality of the cells (111), or a parallel connection of a plurality of the cells (111) after being connected in series.
5. The driver circuit (100) of claim 1, further comprising:
a second bypass switch (130) electrically connected between the first end (101) and the second end (201).
6. The driver circuit (100) of claim 5, wherein the second bypass switch (130) is one of an electromagnetic relay, an insulated gate bipolar transistor, or a metal-oxide semiconductor field effect transistor.
7. The driver circuit (100) of claim 1, wherein each leg of the inverter circuit (20) comprises:
the collector terminal of one power switch device (211) in the two power switch devices (211) connected in series is connected with the positive bus bar of one battery pack;
the emitter terminal of the other power switch device (211) of the two power switch devices (211) connected in series is connected with the negative bus bar of one battery pack.
8. An electric vehicle drive system (200), comprising:
the driver circuit (100) of any of claims 1-7;
a battery management circuit (40) electrically connected to the drive circuit (100); and
a first controller (50) electrically connected to the drive circuit (100).
9. The electric vehicle drive system (200) of claim 8, wherein the battery management circuit (40) comprises:
a detection circuit (41) electrically connected to the power supply unit (10); and
a second controller (42) electrically connected to the power supply unit (10).
10. The electric vehicle drive system (200) according to claim 9, wherein the detection circuit (41) includes a voltage detection unit (411), a current detection unit (412), and a temperature detection unit (413), and the voltage detection unit (411), the current detection unit (412), and the temperature detection unit (413) are electrically connected to the power supply unit (10), respectively.
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Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN111391719A (en) * | 2020-06-04 | 2020-07-10 | 比亚迪股份有限公司 | Energy conversion device and vehicle |
| CN112770924A (en) * | 2020-12-30 | 2021-05-07 | 华为技术有限公司 | Vehicle thermal management system, driving device and electric automobile |
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Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN111391719A (en) * | 2020-06-04 | 2020-07-10 | 比亚迪股份有限公司 | Energy conversion device and vehicle |
| CN111391719B (en) * | 2020-06-04 | 2020-10-20 | 比亚迪股份有限公司 | Energy conversion device and vehicle |
| CN112770924A (en) * | 2020-12-30 | 2021-05-07 | 华为技术有限公司 | Vehicle thermal management system, driving device and electric automobile |
| CN112770924B (en) * | 2020-12-30 | 2022-04-12 | 华为技术有限公司 | Vehicle thermal management system, driving device and electric automobile |
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