WO2013097798A1 - 电动汽车及其放电装置 - Google Patents

电动汽车及其放电装置 Download PDF

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Publication number
WO2013097798A1
WO2013097798A1 PCT/CN2012/087997 CN2012087997W WO2013097798A1 WO 2013097798 A1 WO2013097798 A1 WO 2013097798A1 CN 2012087997 W CN2012087997 W CN 2012087997W WO 2013097798 A1 WO2013097798 A1 WO 2013097798A1
Authority
WO
WIPO (PCT)
Prior art keywords
electric vehicle
controller
discharge
charging
power
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/CN2012/087997
Other languages
English (en)
French (fr)
Inventor
王巍
王洪军
李振
刘鸣
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
BYD Co Ltd
Shenzhen BYD Auto R&D Co Ltd
Original Assignee
BYD Co Ltd
Shenzhen BYD Auto R&D Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from CN2011205719323U external-priority patent/CN202455130U/zh
Priority claimed from CN201220266009.3U external-priority patent/CN202679006U/zh
Priority claimed from CN201220303636XU external-priority patent/CN202712941U/zh
Application filed by BYD Co Ltd, Shenzhen BYD Auto R&D Co Ltd filed Critical BYD Co Ltd
Priority to EP12862847.6A priority Critical patent/EP2800228B1/en
Priority to US14/370,039 priority patent/US9796287B2/en
Publication of WO2013097798A1 publication Critical patent/WO2013097798A1/zh
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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    • 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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    • 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
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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
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    • B60L3/003—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to inverters
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    • 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
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    • 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
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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
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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
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Definitions

  • the invention relates to the technical field of automobile control, in particular to an electric vehicle and a discharge device thereof. 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 AC, 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 driving circuit includes the inductance L1, and The capacitor C1 is composed of a filter module. When the motor is driven, the three-phase current is generated by the filter module, which is a waste of battery power. When the solution is charged and discharged, the inverter 13 rectifies/inverts the alternating current, and rectifies/ The voltage after inverter is not adjustable, and the applicable battery operating voltage range is narrow.
  • the original electric vehicle only uses the electric energy stored in the power battery to drive the electric motor to drive other electric vehicles.
  • the motor drive controller inverts the DC power provided by the battery into AC power and outputs it to the motor, which drives the motor to rotate to drive other electric vehicles.
  • environmentally-friendly and energy-saving electric vehicles are playing the role of replacing fuel vehicles.
  • the popularity of electric vehicles is still facing some problems. Due to the influence of other electric vehicles' driving conditions or usage habits, the battery manager may have a certain error in the calculation of the mileage of other electric vehicles. Therefore, it may happen that the battery does not reach the destination and the battery is insufficient or exhausted, resulting in other electric The car cannot move, causing trouble and inconvenience to the user. Summary of the invention
  • a first object of the present invention is to provide a discharge device for an electric vehicle, which expands the range of use of the electric vehicle, so that the electric vehicle can be temporarily used as an alternative charging device for insufficient or depleted electric power.
  • the car is charged to solve the problem that the electric car cannot travel in the middle of the road due to insufficient or exhausted battery power.
  • a second object of the present invention is to provide an electric vehicle.
  • an embodiment of the first aspect of the present invention provides a discharge device for an electric vehicle, including: an AC charging port, a charging connection device, one end of the charging connection device is connected to the AC charging port, and the other end is connected Other electric vehicle connection, for transmitting alternating current outputted by the alternating current charging port to the other electric vehicle; the meter, the meter is configured to send a discharge preparation instruction when receiving the trigger signal; the controller, the controller Communicating with the meter, configured to detect whether the charging connection device is connected to the AC charging port after receiving the discharging preparation command, and if yes, send a pulse width modulated PWM wave, and switch to an external discharging mode And a battery manager, wherein the battery manager communicates with the controller for controlling an external discharge circuit in the high voltage distribution box of the electric vehicle after the controller switches to the external discharge mode a power battery, the power battery is connected to the high voltage distribution box, and is used for high voltage matching Providing direct current to the external discharge circuit in the electric box; wherein, the controller
  • the external connection and the power supply are awaited according to the normal charging mode, wherein the other electric vehicles that are charged are in the OFF state, and the powered electric vehicle needs to be in the OK state and in the P state, and then set to After the other electric vehicle is charged, the controller switches to the state of the charging post, and after the connection is completed, the other electric vehicles are charged.
  • the electric vehicle's discharge device expands the range of use of the electric vehicle, so that the electric vehicle can temporarily be used as an alternative charging device to charge an electric vehicle with insufficient or exhausted power to solve other electric vehicles in the middle of the road due to insufficient battery power or The problem of not being able to drive.
  • An embodiment of the second aspect of the present invention provides an electric vehicle including the discharge device of the electric vehicle proposed by the embodiment of the first aspect of the present invention.
  • the external connection and the power supply are awaited according to the normal charging mode, wherein the other electric vehicles that are charged are in the OFF state, and the powered electric vehicle needs to be in the OK position and in the P position, and then set to the opposite position.
  • the controller switches to the state of the charging post, and when connected, power is supplied to other electric vehicles that are being charged.
  • the electric vehicle expands the range of use of the electric vehicle, so that the electric vehicle can temporarily be used as an alternative charging device to charge the electric vehicle without electricity, so as to solve the problem that the electric vehicle cannot be driven in the half way due to insufficient or exhausted battery power. .
  • 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
  • FIG. 4 is a schematic structural view of a discharge device of an electric vehicle according to an embodiment of the present invention.
  • FIG. 5 is a schematic structural view of a discharge device of an electric vehicle according to another embodiment of the present invention.
  • Figure 6 is a top view of the electric vehicle's discharge connection to other electric vehicles
  • Figure 7 is a block schematic diagram of a power system for an electric vehicle
  • Figure 8 is a top view of the power system of the electric vehicle
  • Figure 9 is a schematic diagram of a discharge connection of an electric vehicle to an electric vehicle
  • Figure 10 is a diagram of an electric vehicle to an electric vehicle discharge connection device
  • FIG. 11 is a block diagram of a working module of a discharge electric vehicle in an electric vehicle to electric vehicle discharge scheme
  • FIG. 12 is a flow chart of operation of each module of an electric vehicle to an electric vehicle discharge preparation stage
  • Figure 13 is a flow chart of the operation of each module of the electric vehicle to the electric vehicle discharge phase and discharge end phase. detailed description
  • first and second are used for descriptive purposes only and are not to be construed as indicating or implying a relative importance or implicitly indicating the number of technical features indicated.
  • features defining “first” and “second” may include one or more of the features, either explicitly or implicitly.
  • the meaning of “plurality” is two or more, unless specifically defined otherwise.
  • the terms “installation”, “connected”, “connected”, “fixed” and the like should be understood broadly, and may be either a fixed connection or a detachable connection, unless otherwise explicitly stated and defined. , or connected integrally; can be mechanical or electrical; can be directly connected, or indirectly connected through an intermediate medium, can be the internal communication of the two components.
  • installation or connected to the external connection
  • connected or connected integrally; can be mechanical or electrical; can be directly connected, or indirectly connected through an intermediate medium, can be the internal communication of the two components.
  • the specific meanings of the above terms in the present invention can be understood on a case-by-case basis.
  • the first feature "on” or “under” the second feature may include direct contact of the first and second features, and may also include first and second features, unless otherwise explicitly defined and defined. It is not in direct contact but through additional features between them.
  • the first feature “above”, “above” and “above” the second feature includes the first feature directly above and above the second feature, or merely indicating that the first feature level is higher than the second feature.
  • the first feature “below”, “below” and “below” the second feature includes the first feature directly above and above the second feature, or merely indicating that the first feature level is less than the second feature.
  • FIG. 4 is a schematic structural view of a discharge device of an electric vehicle according to an embodiment of the present invention.
  • a discharge device 100 for an electric vehicle includes: an AC charging port 110, a charging connection device 120, a meter 130, a controller 140, a battery manager 150, and a power battery 160.
  • One end of the charging connection device 120 is connected to the AC charging port 110, and the other end is connected to other electric vehicles for transmitting the AC power output from the AC charging port 110 to other electric vehicles.
  • a discharge device 100 for an electric vehicle according to another embodiment of the present invention, a charging connection device
  • the 120 further includes: a first charging gun 1201 and a second charging gun 1202.
  • the first charging gun 1201 is located at one end of the charging connection device and is connected to the AC charging port 110.
  • the second charging gun 1202 is located at the other end of the charging connection and is connected to the AC charging interface 110 of the other electric vehicle.
  • the controller 140 communicates with the meter 130 for detecting whether the charging connection device 120 is connected to the AC charging port 110 after receiving the discharge preparation command sent by the meter 130, and if yes, transmitting the pulse width modulation PWM Wave, and switch to the external discharge mode.
  • the controller 140 is further configured to detect whether the electric quantity of the electric vehicle is greater than a preset value, and if it is greater than the preset value, determine to allow the electric vehicle to discharge to the outside.
  • the external discharge may be a three-phase external discharge or a single relative external discharge.
  • the meter 130 and the controller 140 communicate via a controller area network CAN bus, and the controller 140 and the battery manager 150 communicate via the CAN bus.
  • the controller 140 transmits a PWM wave through the CP pin phase; the controller 140 determines whether the electric power of the other electric vehicle is full by detecting the voltage of the CP pin.
  • the controller 140 is further configured to detect that the charging connection device 120 is connected to the AC charging port 110 after detecting Further detecting whether the current gear position of the electric vehicle is a P gear, and if so, switching to an external discharge mode; the controller 140 is further configured to detect in real time whether the internal circuit of the controller and other electric vehicles are faulty during the discharging process; The controller 140 is further configured to stop outputting the alternating current when detecting the internal circuit and/or other electric vehicle faults; the controller 140 is further configured to stop outputting the alternating current after receiving the discharge end command of the meter 130; the controller 140 is further used to The current discharge current is detected in real time; the controller 140 is also used to detect the charging connection device 1 20 When the AC charging port 110 is disconnected or the electric power of other electric vehicles is full, the output of the alternating current is stopped, wherein the alternating current is 380V/50Hz
  • the battery manager 150 is in communication with the controller 140 for controlling the external discharge circuit within the high voltage distribution box of the pull-in electric vehicle after the controller 140 switches to the external discharge mode.
  • the battery manager 150 is further configured to detect in real time whether the current power of the power battery and the power battery 160 are faulty, and after detecting the fault, send a battery fault command to the controller 140, and after receiving the battery fault command, the controller 140 receives the battery fault command. , stop outputting the alternating current.
  • the power battery 160 is connected to the high voltage distribution box for supplying direct current through an external discharge circuit in the high voltage distribution box.
  • the controller 140 detects whether the electric quantity of the other electric vehicles is full. If not, the direct current supplied from the external discharge circuit is converted into alternating current, and is output to the alternating charging port 110 to discharge the other electric vehicles.
  • the external connection and the power supply are awaited according to the normal charging mode, wherein the other electric vehicles being charged are in the OFF state, and the other electric vehicles are required to be in the OK state and in the P state, and then After being set to discharge mode of other electric vehicles to be charged, the controller switches to the state of the charging pile, and when connected, power is supplied to other electric vehicles that are charged.
  • the electric vehicle's discharge device expands the range of use of the electric vehicle, so that the electric vehicle can temporarily be used as an alternative charging device to charge the electric vehicle without electricity, so as to solve other electric vehicles in the middle of the road due to insufficient or exhausted battery power. Driving problems.
  • Figure 6 is a top view of the electric vehicle's discharge connection to other electric vehicles.
  • the electric vehicle's discharge connection topology for other electric vehicles includes: a power supply electric vehicle, including a controller, a vehicle control device, a power supply control device; a power supply plug; an electric vehicle, including a car charger, a vehicle Control device; vehicle plug.
  • the power supply device is connected to the vehicle plug of other electric vehicles through the power supply plug, thereby realizing charging of other electric vehicles.
  • the power system of the electric vehicle detects the CP signal through the detection point 2 and detects the CC signal through the detection point 3
  • the power supply device detects the CP signal through the detection point 1 and detects the CC signal through the detection point 3.
  • the internal switch S2 in the power plug and the vehicle plug is controlled to be disconnected.
  • the electric vehicle may also charge the power battery in parallel by using a plurality of power systems, for example, charging the power battery by connecting two power systems in parallel, wherein the two power systems share one controller module.
  • the electric vehicle When the electric vehicle is powered to discharge to other electric vehicles, the electric vehicle is in the OFF state, waiting for external connection and power supply according to the normal charging mode; the other electric vehicle needs to be in the OK position and in the P position, then After being set to discharge mode to the electric vehicle, the controller switches to the state of the charging pile, and after the connection is completed, the other electric vehicles are powered according to the national standard.
  • the electric-powered electric vehicle functions in the system similarly to the three-phase AC charging post, and is capable of outputting three-phase alternating current required for charging other electric vehicles.
  • Electric vehicles sold in mainland China can provide three-phase external
  • FIG. 7 it is a block schematic diagram of a power system for an electric vehicle.
  • a power system for an electric vehicle includes a power battery 10, a charging and discharging socket
  • the external discharge circuit in the high voltage distribution box refers to the charge and discharge control module 70, the bidirectional DC/DC module 30, and the bidirectional DC/AC module 50.
  • the first DC terminal al of the bidirectional DC/DC module 30 is connected to the other end of the power battery 10, and is bidirectional.
  • the second DC terminal a2 of the DC/DC module 30 is connected to one end of the power battery 10, and the first DC terminal al is a common DC terminal input and output of the two-way DC/DC module 30.
  • 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 connected to the third DC terminal a3 of the bidirectional DC/DC module 30.
  • the first DC terminal bl of the bidirectional DC/AC module 50 is connected to the other end of the drive control switch 40, and the second DC terminal b2 of the bidirectional DC/AC module 50 is connected to the other end of the power battery 10, and one end of the motor control switch 60 Connected to the AC terminal c of the bidirectional DC/AC module 50, the other end of the motor control switch 60 is connected to the motor M.
  • One end of the charge and discharge control module 70 is connected to the AC terminal c of the bidirectional DC/AC module 50, and the other end of the charge and discharge control module 70 is connected to the charge and discharge socket 20.
  • the controller module 80 is connected to the drive control switch 40, the motor control switch 60 and the charge and discharge control module 70.
  • the controller module 80 is configured to drive and control the switch 40, the motor control switch 60, and the charge and discharge according to the current working mode of the power system. Control module 70 performs the control.
  • the working mode in which the power system is currently located may include a driving mode and a charging and discharging mode. Be moving When the working mode of the force system is the driving mode, the controller module 80 controls the driving 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 control the charging and discharging control. Module 70 is disconnected.
  • the motor control switch 60 in the figure includes three switches connected to the three-phase input of the motor, it may include two-phase input with the motor in other embodiments of the present invention. Two switches connected, or even one switch. As long as the control of the motor can be realized. Therefore, other embodiments are not described herein again.
  • the controller module 80 controls the driving control switch 40 to open to activate the two-way DC/DC module 30, and controls the motor control switch 60 to open to remove the motor M, and
  • the control 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 a1 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.
  • Figure 8 is a top view of the power system of an electric vehicle.
  • the power system for the electric vehicle further includes a first pre-charge control module 101.
  • One end of the first pre-charge control module 101 is connected to one end of the power battery 10, and the other end of the first pre-charge control module 101.
  • the first precharge control module 101 is configured to precharge the capacitor C1 and the bus capacitor CO in the bidirectional DC/DC module 30, wherein the bus capacitor CO connection 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.
  • 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 close to the capacitor C1 in the bidirectional DC/DC module 30 when the power system is started.
  • the bus capacitor CO is 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 a first switching transistor Q1, a second switching transistor Q2, a first diode D1, a second diode D2, a first inductor L1, and a first capacitor C1.
  • the first switching transistor Q1 and the second switching transistor Q2 are connected in series with each other, and the first switching transistor Q1 and the second switching transistor Q2 connected in series are connected to the first DC terminal a1 and the third DC of the bidirectional DC/DC module 30.
  • the first switch tube Q1 and the second switch tube Q2 are controlled by the controller module 80, and the first switch tube Q1 and the second switch tube Q2 have a first node A therebetween.
  • the first diode D1 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 L1 is connected. The other end is connected to one end of the power battery 10.
  • One end of the first capacitor C1 is connected to the other end of the first inductor L1, and the other end of the first capacitor C1 One end is connected to the other end of the power battery 10.
  • the power system for the electric vehicle further includes a leakage current reduction module 102 connected to the first DC terminal al and the bidirectional DC/DC module of the bidirectional DC/DC module 30. Between the third DC terminal a3 of 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 includes 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. That is to effectively reduce the high-frequency leakage current of the system during operation.
  • the power system for the electric vehicle further includes a filtering module 103, a filter control module 104, an EMI module 105, and a second pre-charge control module 106.
  • the filter module 103 is connected between the bidirectional DC/AC module 50 and the charge and discharge control module 70. Specifically, as shown in FIG. 5, the filtering module 103 includes inductors L A , L B , L c and capacitors C4, C5, C6, and bidirectional
  • the DC/AC module 50 can include six IGBTs, and the connection points between the upper and lower IGBTs 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.
  • the controller module 80 is driven in the current mode of operation of the power system.
  • the mode control filter control module 104 is turned off during 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 to the charging and discharging socket 20 and the charging and discharging control module
  • the contactor K10 may be provided at other locations as long as the shutdown of the filtering module 103 can be achieved.
  • the contactor K10 can also be coupled between the bidirectional DC/AC module 50 and the filtering module 103.
  • 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 , R c 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 charge and discharge or single-phase charge and discharge. That is, when the power system is started, the controller module 80 controls the first switch K1 to be closed to pre-charge the first capacitor C1 and the bus capacitor CO in the bidirectional DC/DC module 30, and the voltage of the bus capacitor CO When the voltage of the power battery 10 is at a preset multiple, 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 low-temperature battery 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.
  • 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 driving 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 to control the charging and discharging.
  • Control module 70 is turned off. In this way, the direct current of the power battery 10 is inverted into alternating current by the bidirectional DC/AC module 50 and sent to the motor M, and the motor M can be controlled by a rotary transformer decoder technique and a space vector pulse width modulation (S VPWM ) control algorithm. run.
  • S VPWM space vector pulse width modulation
  • 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 remove the motor M, and
  • the control charge and discharge control module 70 is closed, so that the external power source, such as three-phase power or single-phase power, can normally charge the power battery 10 through the charge and discharge socket 20. That is to say, by detecting the charging connection signal, the AC grid electrical 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 vehicle power battery 10.
  • high-power AC charging of the electric vehicle can be realized by using a civil or industrial AC grid, so that the user can efficiently and quickly charge at any time and place, saving charging time, and eliminating the need for a constant voltage control device and
  • the constant current control device saves space and cost, and is suitable for a wide range of battery operating voltages.
  • Figure 9 is a schematic diagram of the electric vehicle's discharge connection to the electric vehicle.
  • the utility model comprises: an electric vehicle, a vehicle-to-vehicle discharge connecting device.
  • the electric vehicle discharge connection device for electric vehicles mainly serves to connect two electric vehicles.
  • a schematic diagram of a discharge connection device for an electric vehicle to an electric vehicle is provided with a charging gun of the same state at both ends of the device, and a high-voltage cable that meets the requirements of the sales area regulations is connected in the middle, so that the two ends can be used interchangeably.
  • the charge connection signal on both charging guns CC is 100 ⁇ .
  • Figure 11 is a block diagram of a working module system for a discharge electric vehicle in an electric vehicle to electric vehicle discharge scheme.
  • the whole system needs to participate in the following modules: For the discharge vehicle, there are instruments, battery managers, high-voltage distribution boxes, controllers, AC charging ports, power batteries; for charging vehicles, there are instruments, vehicles Charger, battery manager, high voltage distribution box, AC charging port, power battery.
  • the meter collects a discharge switch signal, a discharge mode signal, and displays discharge information and fault information
  • the battery manager collects power battery status information, Determine whether the power battery can discharge to the outside, and control the power supply loop in the high voltage distribution box
  • the high voltage distribution box is connected to the power battery and the controller, so that the power battery can supply DC power to the controller
  • the controller sends the PWM waveform, real time Detecting the connection with the vehicle being charged, wherein the controller interacts with the meter and the battery manager for CAN message exchange, and inverts the DC power provided by the battery into a three-phase alternating current output to the charged vehicle
  • the AC charging port is connected to two electric vehicles
  • the power battery is used to store electrical energy. When the external discharge is required, the stored electrical energy is released to the outside; in the charging vehicle, the vehicle charger is also included, wherein the vehicle charger interacts with the instrument and the battery manager for CAN message exchange.
  • the discharged electric vehicle needs to be in the OK state
  • the internal circuit of the controller CP pin needs to be switched to transmit the PWM waveform
  • the instrument of the discharged electric vehicle needs to judge the processing discharge switch signal.
  • the charging gun is inserted and enters the charging mode, and the charged electric vehicle meter only plays the role of displaying the charging information.
  • the electric vehicle discharges a three-phase electric discharge system externally, and needs a part of the circuit of the electric vehicle integrated charging pile, and can switch the internal circuit of the CP pin to the circuit that transmits the PWM waveform to send out the circuit conforming to the national standard after setting the discharge to the vehicle. PWM waveform.
  • the function of the motor drive controller is extended and extended, and the function of inverting the DC power to the flow of electricity can be used to change the vehicle so that the electric vehicle can charge other electric vehicles like the charging pile.
  • the electric vehicle adopting the scheme can temporarily charge the electric vehicle without electricity as an alternative charging device to solve the problem of the vehicle in the halfway. The problem that the battery is exhausted and cannot be exercised.
  • the realization process of the electric vehicle's electric vehicle discharge scheme can be divided into a preparation phase and a discharge phase as well as a discharge end phase.
  • Figure 12 is a flow chart showing the operation of each module of the electric vehicle to the discharge preparation stage of the household equipment.
  • Figure 13 is a flow chart showing the operation of each module of the electric vehicle to the discharge phase and the end of discharge phase of the household equipment.
  • Fig. 12 it is the electric power vehicle preparation stage for electric vehicles, and the working process of each module of electric vehicles.
  • the preparation stage of the realization process of the electric vehicle to the electric vehicle discharge scheme specifically, when the vehicle is in the OK position and in the P-range state, the meter starts to work, and the external discharge button on the instrument panel is pressed to activate the meter.
  • Discharge setting "" by pressing the “Select” and “OK” buttons on the steering wheel to set the power device as a "rechargeable vehicle", wherein the power device can also include “industrial device” and “home device”, when the discharge mode is set to After “discharging the rechargeable vehicle", the meter will send a "discharge mode” message to the vehicle controller and pop up the prompt "Please connect the discharge device”.
  • a prompt When it is judged that the electric vehicle can discharge to the outside, a prompt will pop up, wherein the prompt information includes : current time, date, connection status, current charge, discharge current and power consumption device.
  • the controller when the controller enters the working state, it is first determined whether there is an electric vehicle gear position signal, and if there is an electric vehicle gear position signal, the electric vehicle enters the driving mode; if there is no electric vehicle gear position signal, the controller receives After the "discharge mode" message of the meter, the CC signal is detected to determine whether the charging gun is connected to the vehicle. Specifically, the controller needs to determine whether the charging port CC signal is connected, and whether the resistance value on the CC is 100 ⁇ , if not detected.
  • the controller when the vehicle is on the OK gear and in the P-range state, pressing the external discharge button on the instrument panel to activate the "discharge setting interface" of the meter, when the discharge mode is set to " After discharging the rechargeable vehicle, the meter will send a message to the vehicle controller and a prompt will pop up "Please connect the discharge device".
  • the controller receives the message from the meter, it will detect the CC signal to determine whether the charging gun is connected to the vehicle. After detecting the CC signal, the controller switches the internal detection CP waveform circuit to the externally transmitted PWM waveform circuit (as shown in Figure 6).
  • the power supply vehicle drives the S1 switch down and the S4 switch goes down. It starts to send PWM waves externally, and switches the internal circuit to external three-phase discharge, and then sends the controller ready message.
  • the controller self-test has no fault. Send "Controller ready to discharge” to judge whether the "Battery system ready” status message is received. If the "Battery system is ready” status is received. The message continues to determine whether the CP detection point voltage is changed from 9V to 6V. If it is judged that the CP detection point voltage is changed from 9V to 6V, the transmission controller prepares the message, and pulls the AC output switch to send "the vehicle starts to discharge.” "Information; if the "Battery System Ready” message is not received, send the message "The vehicle is not allowed to discharge” to the meter.
  • the battery manager when the battery manager is working, firstly, it is self-test to determine whether it can discharge externally. If the self-test cannot discharge externally, then "discharge is not allowed" is sent, wherein the external discharge condition is not allowed to be too high or In case of too low and or battery voltage or SOC is too low, after receiving the controller ready message, control the pull-in distribution box Internal and external discharge circuits, and the sending battery system is ready.
  • the controller detects whether the voltage of the CP detection point is changed from 9V to 6V, and when detecting that the voltage of the CP detection point is 6V, the external output is turned on and starts to work. , to achieve external output three-phase AC power supply electric car charging, and send a discharge start message.
  • Figure 13 is a flow chart of the operation of each module of the electric vehicle to the discharge phase and the discharge end phase of the household equipment.
  • the instrument For the discharge phase and the discharge end phase of the realization process of the electric vehicle to the household equipment discharge scheme, in particular, the instrument always displays the electric vehicle discharge condition during the discharge process, and the controller always detects whether the discharge end of the instrument and the controller are faulty. Whether there is a CC connection signal, whether the CP detection point voltage is 6V, whether the battery is faulty, the battery manager always detects the battery status.
  • the controller stops the external AC output: When the controller receives the meter discharge, the controller cuts off the external AC output and sends a discharge end message. After the battery manager receives it, it switches the internal circuit of the distribution box. When the controller receives the battery system fault sent by the battery manager, the controller cuts off the external AC output, and the instrument displays the fault after receiving the signal; when the controller detects its own fault, the controller cuts off External AC output, and send controller fault message, after the instrument receives the fault, the battery manager switches to the corresponding state according to the fault condition; when the controller receives the external device fault, the controller cuts off the external AC output, and the instrument receives After the fault is displayed, the external device fault is one or more combinations of overcurrent, short circuit, and connection fault.
  • the controller When the controller detects that the CC connection signal is disconnected, the controller cuts off the external AC output and sends a connection fault report.
  • the controller detects that the CP connection signal changes from 6V to 9V, Represents charge of the vehicle is fully charged, the external controller AC output cutoff, discharge end packet transmission, after receiving the handover manager battery internal loop distribution box, the vehicle speed state again in OK.
  • the controller stops the external AC output: the vehicle battery
  • the SOC is too low; press the discharge control button to turn off the external discharge.
  • the external connection and the power supply are awaited according to the normal charging mode, wherein the charged vehicle is in the OFF state, the charging vehicle needs to be in the OK position, and is in the P-range state, and then set to the opposite position.
  • the controller switches to the state of the charging post, and after the connection is completed, power is supplied to the charged vehicle.
  • the electric vehicle's discharge device expands the range of use of the electric vehicle, so that the electric vehicle can temporarily be used as an alternative charging device to charge the electric vehicle without electricity, so as to solve the problem that the vehicle cannot be used in the middle of the road due to the exhaustion of the battery. problem.
  • the present invention also proposes an electric vehicle comprising the discharge device 100 of the electric vehicle of the above embodiment.
  • the external connection and the power supply are awaited according to the normal charging mode, wherein the charged vehicle is in the OFF state, the charging vehicle needs to be in the OK position and is in the P-range state, and then set to discharge the charged vehicle.
  • the controller switches to the state of the charging pile, and after the connection is completed, the vehicle is charged.
  • the electric vehicle expands the range of use of the electric vehicle, so that the electric vehicle can temporarily be used as an alternative charging device to charge the electric vehicle without electricity, so as to solve the problem that the vehicle cannot be driven in the middle of the road due to the exhaustion of the battery.
  • a "computer-readable medium” can be any apparatus that can contain, store, communicate, propagate, or transport a program for use in an instruction execution system, apparatus, or device, or in conjunction with such an 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 devices, and portable compact disk read only memory (CDROM).
  • the computer readable medium may even be a paper or other suitable medium on which the program can be printed, as it may be optically scanned, for example by paper or other medium, followed by editing, interpretation or, if appropriate, other suitable The method proceeds to obtain the program electronically and then store it 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 with any one or combination of the following techniques well known in the art: having logic gates for implementing logic functions on data signals Discrete logic circuits, application specific integrated circuits with suitable combinational logic gates, programmable gate arrays (PGAs), field programmable gate arrays (FPGAs), etc.
  • 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 module is It can be implemented in the form of hardware or in the form of a software function module.
  • the integrated modules, if implemented in the form of software functional modules and sold or used as separate 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.
  • the description of the terms “one embodiment”, “some embodiments”, “example”, “specific example”, or “some examples” and the like means a specific feature described in connection with the embodiment or example.
  • a structure, material or feature is included in at least one embodiment or example of the invention.
  • the schematic representation of the above terms does not necessarily mean the same embodiment or example.
  • the particular features, structures, materials, or characteristics described may be combined in a suitable manner in any one or more embodiments or examples.

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Abstract

电动汽车及其放电装置。该放电装置包括：交流充电口（110）；充电连接装置（120），用于将由交流充电口输出的交流电输送至其他电动汽车；仪表（130），用于在接收到触发信号下，发送放电准备指令；控制器（140），与仪表（130）进行通信，用于在接收到放电准备指令后，检测充电连接装置（120）是否与交流充电口（110）连接，如果是则发送脉冲宽度调制PWM波，并切换至对外放电模式；电池管理器（150)，与控制器（140）进行通信，用于在控制器（140）切换至对外放电模式后，控制吸合电动汽车的高压配电箱内的对外放电回路；动力电池（160），通过高压配电箱内的对外放电回路提供直流电。该放电装置可以给没电的电动车充电，以解决电动汽车在半路因电池电量用完而不能行使的问题。

Description

电动汽车及其放电装置
技术领域
本发明涉及汽车控制技术领域， 特别涉及一种电动汽车及其放电装置。 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， 同时又由于其他电动汽车的空间有限， 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、 六个晶闸管元件组成三相桥式电路 2，、 恒压控制装置 AUR和恒流控制装置 AC , 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 Ll，和电容 Cl，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。
此外， 原有电动车上仅将动力电池所储存的电能给电机驱动其他电动汽车行驶用。 当 其他电动汽车处于 OK档下， 其他电动汽车采集到档位信号和油门信号后， 电机驱动控制 器将电池提供的直流电逆变成交流电后给电机输出， 带动电机转动以驱动其他电动汽车行 驶。 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。 由于其他电动汽车行驶路况或者使用习惯的影响， 电池管理器 对于其他电动汽车行驶里程的计算会存在一定的误差， 因此可能发生未到达目的地而发生 电池电量不足或者耗尽的情况， 导致其他电动汽车无法移动， 从而给使用者带来麻烦和不 便。 发明内容
本发明的目的旨在至少解决所述技术缺陷之一。
为此， 本发明的第一个目的在于提出一种电动汽车的放电装置， 该电动汽车拓展了 电动车的使用范围， 使电动车可以暂时作为一种替代的充电装置给不足或者耗尽的电动车 充电， 以解决电动汽车在半路因电池电量不足或者用完而不能行驶的问题。 本发明的第二 个目的在于提出一种电动汽车。
为了实现上述目的， 本发明第一方面的实施例提供一种电动汽车的放电装置， 包括： 交流充电口， 充电连接装置， 所述充电连接装置的一端与所述交流充电口连接， 另一端与 其他电动汽车连接， 用于将由所述交流充电口输出的交流电输送至所述其他电动汽车； 仪 表， 所述仪表用于在接收到触发信号下， 发送放电准备指令； 控制器， 所述控制器与所述 仪表进行通信， 用于在接收到所述放电准备指令后， 检测所述充电连接装置是否与所述交 流充电口连接， 如果是则发送脉冲宽度调制 PWM波， 并切换至对外放电模式； 以及电池 管理器， 所述电池管理器与所述控制器进行通信， 用于在所述控制器切换至对外放电模式 后， 控制吸合所述电动汽车的高压配电箱内的对外放电回路； 动力电池， 动力电池与所述 高压配电箱相连， 用于通过高压配电箱内的对外放电回路提供直流电； 其中， 所述控制器 检测所述其他电动汽车的电量是否充满， 如果否， 则将所述对外放电回路提供的直流电转 换为三相交流电， 并输出至所述交流充电口以实现对所述其他电动汽车的放电。
根据本发明实施例的电动汽车的放电装置， 按照正常充电模式等待外部连接和供电， 其中被充电的其他电动汽车处于 OFF档状态， 供电电动汽车需要上 OK档并处于 P档 状态， 然后设置为对被充电的其他电动汽车放电模式后， 控制器切换成充电桩的状态， 连接好后实现对被充电其他电动汽车进行供电。 该电动汽车的放电装置拓展了电动车的 使用范围，使电动车可以暂时作为一种替代的充电装置给电量不足或者耗尽的电动车充电， 以解决其他电动汽车在半路因电池电量不足或者用完而不能行驶的问题。
本发明第二方面的实施例提出一种电动汽车， 包括本发明第一方面的实施例提出的电 动汽车的放电装置。 根据本发明实施例的电动汽车， 按照正常充电模式等待外部连接和供电， 其中被充 电的其他电动汽车处于 OFF档状态， 供电的电动汽车需要上 OK档并处于 P档状态， 然后设置为对被充电的其他电动汽车放电模式后， 控制器切换成充电桩的状态， 连接 好后实现对被充电其他电动汽车进行供电。 该电动汽车拓展了电动车的使用范围， 使电 动车可以暂时作为一种替代的充电装置给没电的电动车充电， 以解决电动汽车在半路因电 池电量用不足或者用完而不能行驶的问题。
本发明的附加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
本发明的上述和 /或附加的方面和优点从结合下面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为根据本发明实施例的电动汽车的放电装置的结构示意图；
图 5为根据本发明另一实施例的电动汽车的放电装置的结构示意图；
图 6为电动汽车对其他电动汽车放电连接拓朴图；
图 7为用于电动汽车的动力系统的方框示意图；
图 8为电动汽车的动力系统的拓朴图；
图 9为电动汽车对电动汽车放电连接示意图；
图 10为电动汽车对电动汽车放电连接装置图；
图 11为一种电动汽车对电动汽车放电方案中放电电动汽车工作模块系统框图； 图 12为电动汽车对电动汽车放电准备阶段各模块的工作流程图； 以及
图 13为电动汽车对电动汽车放电阶段、 放电结束阶段各模块的工作流程图。 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， 旨在用于解释本发明， 而不能理解为对本发明的限制。
在本发明的描述中， 需要理解的是， 术语"中心"、 "纵向"、 "横向"、 "长度"、 "宽度"、 "厚度"、 "上"、 "下"、 "前"、 "后"、 "左"、 "右"、 "竖直"、 "水平"、 "顶"、 "底 ""内"、 "外"、 "顺时针"、 "逆时针"等指示的方位或位置关系为基于附图所示的方位或位置关系， 仅是为 了便于描述本发明和筒化描述，而不是指示或暗示所指的装置或元件必须具有特定的方位、 以特定的方位构造和操作， 因此不能理解为对本发明的限制。
此外， 术语"第一"、 "第二 "仅用于描述目的， 而不能理解为指示或暗示相对重要性或者 隐含指明所指示的技术特征的数量。 由此， 限定有 "第一"、 "第二 "的特征可以明示或者隐 含地包括一个或者更多个该特征。 在本发明的描述中， "多个"的含义是两个或两个以上， 除非另有明确具体的限定。
在本发明中， 除非另有明确的规定和限定， 术语"安装"、 "相连"、 "连接"、 "固定 "等术 语应做广义理解， 例如， 可以是固定连接， 也可以是可拆卸连接， 或一体地连接； 可以是 机械连接， 也可以是电连接； 可以是直接相连， 也可以通过中间媒介间接相连， 可以是两 个元件内部的连通。 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在 本发明中的具体含义。
在本发明中， 除非另有明确的规定和限定， 第一特征在第二特征之"上"或之"下"可以 包括第一和第二特征直接接触， 也可以包括第一和第二特征不是直接接触而是通过它 们之间的另外的特征接触。 而且， 第一特征在第二特征 "之上"、 "上方 "和"上面"包括第 一特征在第二特征正上方和斜上方， 或仅仅表示第一特征水平高度高于第二特征。 第 一特征在第二特征"之下"、 "下方 "和"下面"包括第一特征在第二特征正上方和斜上方， 或仅仅表示第一特征水平高度小于第二特征。
图 4为根据本发明实施例的电动汽车的放电装置结构示意图。
如图 4所示， 本发明实施例的电动汽车的放电装置 100, 包括： 交流充电口 110、 充 电连接装置 120、 仪表 130、 控制器 140、 电池管理器 150和动力电池 160。
充电连接装置 120的一端与交流充电口 110连接， 另一端与其他电动汽车连接， 用于 将由交流充电口 110输出的交流电输送至其他电动汽车。
具体地， 如图 5所示， 本发明另一实施例的电动汽车的放电装置 100, 充电连接装置
120还包括： 第一充电枪 1201和第二充电枪 1202。
第一充电枪 1201位于充电连接装置的一端， 与交流充电口 110相连。
第二充电枪 1202位于充电连接装置的另一端， 与其他电动汽车的交流充电接口 110连 接。
控制器 140与仪表 130进行通信， 用于在接收到仪表 130接收到触发信号下， 发送的 放电准备指令后， 检测充电连接装置 120是否与交流充电口 110连接， 如果是则发送脉冲 宽度调制 PWM波， 并切换至对外放电模式。 在本发明的实施例中， 控制器 140还用于检 测电动汽车的电量是否大于预设值， 如果大于所述预设值则判断允许电动汽车对外放电。 在本发明的实施例中， 对外放电可为三相对外放电， 也可为单相对外放电。 具体地， 仪表 130和控制器 140通过控制器局域网络 CAN总线进行通信， 且控制器 140和电池管理器 150通过所述 CAN总线进行通信。
进一步地， 控制器 140在检测到充电连接装置 120是否与交流充电口 110连接后， 通 过 CP引脚相位发送 PWM波； 控制器 140通过检测 CP引脚的电压以判断其他电动汽车的 电量是否充满， 如果 CP 引脚的电压为预设电压， 则判断其他电动汽车的电量已充满， 其 中， 预设电压为 6V; 控制器 140还用于在检测到充电连接装置 120与交流充电口 110连接 后， 进一步检测电动汽车的当前档位是否为 P档， 如果是， 则切换至对外放电模式； 控制 器 140还用于在放电过程中， 实时检测控制器的内部电路和其他电动汽车是否故障； 控制 器 140还用于在检测到内部电路和 /或其他电动汽车故障时， 停止输出交流电； 控制器 140 还用于在接收到仪表 130的放电结束指令后， 停止输出交流电； 控制器 140还用于实时检 测当前放电电流； 控制器 140还用于在检测到充电连接装置 120与交流充电口 110断开或 其他电动汽车的电量充满时， 停止输出交流电， 其中， 交流电为 380V/50Hz交流电， 或者 也可为 400V/50Hz (欧洲；)， 或者也可为 480V/60Hz (美国）。
电池管理器 150与控制器 140进行通信， 用于在控制器 140切换至对外放电模式后， 控制吸合电动汽车的高压配电箱内的对外放电回路。
具体地， 电池管理器 150还用于实时检测动力电池的当前电量和动力电池 160是否故 障， 并在检测到故障后， 向控制器 140发送电池故障指令， 控制器 140在接收到电池故障 指令后， 停止输出所述交流电。
动力电池 160与高压配电箱相连，用于通过高压配电箱内的对外放电回路提供直流电。 其中， 控制器 140检测其他电动汽车的电量是否充满， 如果否， 则将对外放电回路提 供的直流电转换为交流电， 并输出至交流充电口 110以实现对其他电动汽车的放电。
根据本发明实施例的电动汽车的放电装置，按照正常充电模式等待外部连接和供电， 其中被充电的其他电动汽车处于 OFF档状态， 充电其他电动汽车需要上 OK档， 并处 于 P档状态， 然后设置为对被充电的其他电动汽车放电模式后， 控制器切换成充电桩 的状态， 连接好后实现对被充电其他电动汽车进行供电。 该电动汽车的放电装置拓展了 电动车的使用范围， 使电动车可以暂时作为一种替代的充电装置给没电的电动车充电， 以 解决其他电动汽车在半路因电池电量不足或者用完而不能行驶的问题。
图 6为电动汽车对其他电动汽车放电连接拓朴图。
如图 6所示， 电动汽车对其他电动汽车放电连接拓朴图中包括： 供电电动汽车， 其中 包括控制器， 车辆控制装置， 供电控制装置； 供电插头； 电动汽车， 其中包括车载充电器， 车辆控制装置； 车辆插头。 具体地， 供电设备通过供电插头与其他电动汽车的车辆插头相连， 从而实现对其 他电动汽车进行充电。 其中， 电动汽车的动力系统通过检测点 2检测 CP信号和通过检 测点 3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 3检测 CC 信号。 并且， 在充电完成后， 均控制断开供电插头和车辆插头中的内部开关 S2。
在本发明的另一个实施例中， 电动汽车还可以采用多个动力系统并联对动力电池 进行充电， 例如采用两个动力系统并联后对动力电池充电， 其中两个动力系统共用一 个控制器模块。 供电的电动汽车对其他电动汽车放电过程中， 其中的电动汽车处于 OFF 档状态， 按照正常充电模式等待外部连接和供电； 另外一辆供电的电动汽车需要上 OK档， 并处于 P档状态， 然后设置为对电动汽车放电模式后， 控制器切换成充电桩的状态， 连接 好后按照国家标准规定实现对其他电动汽车进行供电。
进一步地， 其中供电电动汽车在系统中的作用类似于三相交流充电桩， 能够输出其他 电动汽车充电所需的三相交流电。 例如： 中国大陆地区销售的电动汽车可以对外提供三相
380V、 50Hz的交流电， 输出最大电流可达 63A。
如图 7所示， 为用于电动汽车的动力系统的方框示意图。
本发明一个实施例提出的用于电动汽车的动力系统包括动力电池 10、 充放电插座
20、 双向 DC/DC模块 30、 驱动控制开关 40、 双向 DC/AC模块 50、 电机控制开关 60、 充放电控制模块 70和控制器模块 80。 在本发明的实施例中， 高压配电箱内的对外放电 回路是指充放电控制模块 70、 双向 DC/DC模块 30、 双向 DC/ AC模块 50。 当控制所述 动力系统处于放电状态时， 可对外进行放电。
其中， 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。 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。 双向 DC/AC模块 50的第一直流端 bl与驱动控制开关 40的另一端相连， 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， 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。 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与驱动控制开关 40、 电机控制开关 60 和充放电控制模块 70相连， 控制器模块 80用于根据动力系统当前所处的工作模式对 驱动控制开关 40、 电机控制开关 60和充放电控制模块 70进行控制。
进一步地， 动力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。 当动 力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。 需要说明的是， 在本发明的实施例中， 虽然图中电机控制 开关 60包括了与电机三相输入相连的三个开关， 但是在本发明的其他实施例中也可包 括与电机两相输入相连的两个开关， 甚至一个开关。 在此只要能实现对电机的控制即 可。 因此， 其他实施例在此不再赘述。 当动力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。
图 8为电动汽车的动力系统的拓朴图。
如图 8所示， 用于电动汽车的动力系统还包括第一预充控制模块 101 , 第一预充控 制模块 101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在动力系统启动时控制 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 8所示， 双向 DC/DC模块 30进一步包括第一开关管 Ql、 第二开关管 Q2、 第一二极管 Dl、 第二二极管 D2、 第一电感 L1和第一电容 Cl。 其中， 第一开关管 Q1 和第二开关管 Q2相互串联连接， 相互串联的第一开关管 Q1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 D1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 L1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 C1的一端与第一电感 L1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， 如图 8所示， 该用于电动汽车的动力系统还包括漏电流削减模块 102, 漏电 流削减模块 102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 动力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包含两个同类型电容 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 工作时的高频漏电流。
进一步地， 如图 8所示， 该用于电动汽车的动力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 103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 8所示， 滤波控制模块 104连接在第二节点 B和滤波模块 103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在动力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 104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。 需要说明的是， 在附图中接触器 klO的位置仅是示意性的。 在本发明的其他 实施例中，接触器 K10还可设在其他位置， 只要能够实现对滤波模块 103的关断即可。 例如， 在本发明的另一个实施例中， 该接触器 K10也可以连接在双向 DC/AC模块 50 和滤波模块 103之间。
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。
如图 8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 于实现三相充放电或单相充放电。 也就是说， 当动力系统启动时， 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。
当动力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 （ S VPWM ) 控制算法来控制电机 M的运行。
当动力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 \三相电对车载动力电池 10的充电。
根据上述的用于电动汽车的动力系统， 能够实现使用民用或工业交流电网对电动 汽车进行大功率交流充电， 使用户可以随时随地高效、 快捷的充电， 节省充电时间， 同时无需恒压控制装置和恒流控制装置， 节省空间和成本， 并且适用电池工作电压范 围宽。
图 9为电动汽车对电动汽车放电连接示意图。
具体地， 如图 9所示， 在电动汽车对电动汽车放电连接示意图中， 包括： 电动汽车， 车辆对车辆放电连接装置。
电动汽车对电动汽车放电连接装置， 主要起连接两电动汽车的作用。 如图 10所示， 电 动汽车对电动汽车放电连接装置示意图， 其装置两端为状态相同的充电枪， 中间用符合销 售地区法规要求的高压线缆连接， 因此两端可互换使用。 两充电枪上充电连接信号 CC上 C电阻值均为 100Ω。
由于电动汽车对电动汽车放电过程中， 其中作为充电的车辆是按照标准进行充电， 因 此本发明对此电动汽车不做赞述。 以下主要描述作为对外放电车辆的工作方式。
图 11为一种电动汽车对电动汽车放电方案中放电电动汽车工作模块系统框图。
电动汽车在对电动汽车放电时整个系统需要参与工作的有如下模块： 对于放电车辆有 仪表、 电池管理器、 高压配电箱、 控制器、 交流充电口、 动力电池； 对于充电车辆有仪表、 车载充电器、 电池管理器、 高压配电箱、 交流充电口、 动力电池。
具体地， 电动汽车对电动汽车放电时， 整个系统需要参与工作的有如下模块： 仪表为 采集放电开关信号、 放电模式信号， 且显示放电信息、 故障信息； 电池管理器为采集动力 电池状态信息， 判断动力电池能否对外放电， 且控制接通高压配电箱内供电回路； 高压配 电箱为连接动力电池与控制器， 使动力电池能够给控制器供直流电； 控制器为发送 PWM 波形， 实时检测与被充电车辆连接情况， 其中， 控制器与仪表以及电池管理器进行 CAN报 文交互， 且将电池提供的直流电逆变为三相交流电输出给被充电车辆； 交流充电口为连接 两辆电动汽车； 动力电池为储存电能， 在需要对外放电时， 将储存的电能对外释放； 在充 电车辆中还包含车载充电器，其中，车载充电器与仪表以及电池管理器进行 CAN报文交互。
进一步地， 电动汽车对电动汽车放电时， 放电的电动汽车需要处于 OK档状态下， 其 控制器 CP引脚内部电路需切换成发送 PWM波形，以及放电的电动汽车的仪表需要判断处 理放电开关信号， 并且需要显示放电状态； 对于充电的电动汽车处于 OFF档状态下， 插上 充电枪后进入充电模式， 且充电的电动汽车仪表仅起显示充电信息的作用。
该电动汽车对外部输出三相电的放电系统， 需要电动汽车集成充电桩的部分电路， 能 够在设置对车辆放电后将 CP引脚内部电路切换到发送 PWM波形的电路向外发送符合国家 标准的 PWM波形。 将电机驱动控制器的功能进扩展延伸， 利用其能够将直流电逆变成交 流电的功能， 对整车进行更改后使电动车辆实现能够跟充电桩一样给其他电动车辆充电。 进一步地， 当电动汽车在距离电站很远的地方电能用完的情况发生时， 采用此方案的电动 汽车可以暂时作为一种替代的充电装置给没电的电动车辆充电， 以解决车辆在半路因电池 电量用完而不能行使的问题。
电动汽车对电动汽车放电方案的实现过程可以分为准备阶段和放电阶段以及放电结束 阶段。
图 12为电动汽车对家用设备放电准备阶段各模块的工作流程图。 图 13为电动汽车对 家用设备放电阶段、 放电结束阶段各模块的工作流程图。
如图 12所示， 为电动汽车对电动汽车放电准备阶段， 电动汽车各模块的工作流程。 对 于电动汽车对电动汽车放电方案的实现过程的准备阶段， 具体地， 当车辆上 OK档电， 并 且处于 P档状态下， 仪表开始工作， 按下仪表板上的对外放电按钮以激活仪表的"放电设置 界面"， 通过按方向盘上的"选择"以及"确定"按键设置用电设备为 "可充电车辆"， 其中用电 设备还可以包括"工业设备"和"家庭设备"， 当设置好放电模式为 "对可充电车辆放电 "后，仪 表会发送"放电模式"报文通知车辆控制器并弹出提示"请连接放电设备"， 当判断电动汽车 能够对外放电时， 则弹出提示， 其中， 提示信息包括： 当前的时间， 日期， 连接状态， 当 前电量， 放电电流以及用电设备。 例如： 21:00, 2012.12.31； 连接成功， 正在放电中； 当 前电量： 50%, 放电电流： 63A; 用电设备： 可充电车辆； 当判断电动汽车不能够对外放电 时， 则弹出提示为 21:00, 2012.12.31； 连接失败， 请检查车辆放电系统。
进一步地， 在控制器进入工作的状态下， 首先判断是否有电动汽车档位信号， 如果有 电动汽车档位信号， 则电动汽车进入驱动模式； 如果没有电动汽车档位信号， 则当控制器 收到仪表的"放电模式"报文后会检测 CC信号以判断充电枪是否连接到车辆上， 具体地， 控制器需要判断充电口 CC信号是否连接， 以及 CC上电阻值是否为 100Ω, 如果未检测到 CC信号， 且 CC上电阻值不为 100Ω, 则发送 "车辆对外放电不允许"信息给仪表； 如果检 测到 CC信号以后， 且 CC上电阻值为 100Ω, 则继续判断电动汽车档位是否在 P档， 电机 处于未驱动模式状态，如果电动汽车档位不在 P档，电机未处于未驱动模式状态，则发送 "车 辆对外放电不允许"信息给仪表； 如果电动汽车档位在 P档， 电机处于未驱动模式状态， 则 控制器切换内部电路模式为对外放电模式，通过 CP引脚对外发送 PWM波形。在本发明的 实施例中， 具体地， 当车辆上 OK档电并且处于 P档状态下， 按下仪表板上的对外放电按 钮以激活仪表的"放电设置界面"， 当设置好放电模式为 "对可充电车辆放电 "后， 仪表会发 送报文通知车辆控制器并弹出提示"请连接放电设备"。 当控制器收到仪表的报文后会检测 CC信号以判断充电枪是否连接到车辆上， 检测到 CC信号以后， 控制器将内部检测 CP波 形电路切换为对外发送 PWM波形电路（如图 6中供电车辆将 S1开关打到向下， S4开关 打到向下）， 开始对外发送 PWM波， 并将内部电路切换为对外三相放电， 然后发送控制器 准备就绪报文。
在放电模式期间不响应换档操作， 控制器自检无故障， 发送"控制器放电准备就绪"， 判断是否收到 "电池系统准备就绪 "状态报文， 如果收到"电池系统准备就绪"状态报文， 继 续判断 CP检测点电压是否由 9V变为 6V, 如果判断 CP检测点电压是由 9V变为 6V, 发 送控制器准备就绪报文， 且吸合交流输出开关， 发送"车辆对外放电开始"信息； 如果没有 收到"电池系统准备就绪"报文， 发送"车辆对外放电不允许"信息给仪表。
而对于电池管理器， 当电池管理器工作时， 首先自检判断是否能对外放电， 如果自检 不能对外放电， 则发送 "放电不允许"， 其中， 不允许对外放电条件为电池温度过高或过低 和或电池电压或者 SOC过低的任一情况， 当收到控制器准备就绪报文后， 控制吸合配电箱 内对外放电回路， 并发送电池系统准备就绪 ·ί艮文。
进一步地， 当控制器收到"电池系统准备就绪报文"后 ,控制器检测 CP检测点电压是否 由 9V变为 6V, 当检测到 CP检测点电压为 6V时，接通对外输出并开始工作， 实现对外输 出三相交流电供电动车充电， 并发送放电开始报文。
图 13为电动汽车对家用设备放电阶段、 放电结束阶段各模块的工作流程图。
对于电动汽车对家用设备放电方案的实现过程的放电阶段、 放电结束阶段， 具体地， 放电过程中仪表一直显示电动汽车放电情况， 控制器一直检测是否仪表的放电结束报文、 控制器是否故障、 是否有 CC连接信号、 CP检测点电压是否为 6V, 电池是否故障， 电池 管理器一直检测电池状态。
如果有以下状况发生时， 控制器停止对外交流输出： 当控制器收到仪表放电结束时， 控制器切断对外交流输出， 并发送放电结束报文， 电池管理器收到后切换配电箱内部回路， 使车辆重新处于 OK档状态； 当控制器收到电池管理器发送的电池系统故障时， 控制器切 断对外交流输出， 仪表收到后显示故障； 当控制器检测到自身故障后， 控制器切断对外交 流输出， 并发送控制器故障报文， 仪表收到后显示故障， 电池管理器根据故障情况切换到 相应状态； 当控制器收到外部设备故障时， 控制器切断对外交流输出， 仪表收到后显示故 障， 其中， 外部设备故障为过流， 短路， 连接故障的一种或多种组合方式； 当控制器检测 到 CC连接信号断开时， 控制器切断对外交流输出， 并发送连接故障报文； 当控制器检测 到 CP连接信号由 6V变为 9V时， 即表示充电车辆电量已充满，控制器切断对外交流输出， 发送放电结束报文， 电池管理器收到后切换配电箱内部回路， 使车辆重新处于 OK档状态。
进一步地， 对外放电过程中， 还包括如下情况， 控制器停止对外交流输出： 车辆电池
SOC过低； 按放电控制按钮， 关闭对外放电。
根据本发明实施例的电动汽车的放电装置， 按照正常充电模式等待外部连接和供电， 其中被充电的车辆处于 OFF档状态， 充电车辆需要上 OK档， 并处于 P档状态， 然后 设置为对被充电的车辆放电模式后， 控制器切换成充电桩的状态， 连接好后实现对被 充电车辆进行供电。 该电动汽车的放电装置拓展了电动车的使用范围， 使电动车可以暂时 作为一种替代的充电装置给没电的电动车充电， 以解决车辆在半路因电池电量用完而不能 行马史的问题。
本发明还提出一种电动汽车， 包括上述实施例的电动汽车的放电装置 100。
根据本发明实施例的电动汽车， 按照正常充电模式等待外部连接和供电， 其中被充 电的车辆处于 OFF档状态， 充电车辆需要上 OK档并处于 P档状态， 然后设置为对被 充电的车辆放电模式后， 控制器切换成充电桩的状态， 连接好后实现对被充电车辆进 行供电。 该电动汽车拓展了电动车的使用范围， 使电动车可以暂时作为一种替代的充电装 置给没电的电动车充电， 以解决车辆在半路因电池电量用完而不能行驶的问题。
流程图中或在此以其他方式描述的任何过程或方法描述可以被理解为， 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 列技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。
尽管上面已经示出和描述了本发明的实施例， 可以理解的是， 上述实施例是示例性的， 不能理解为对本发明的限制， 本领域的普通技术人员在不脱离本发明的原理和宗旨的情况 下在本发明的范围内可以对上述实施例进行变化、 修改、 替换和变型。

Claims

权利要求书
1、 一种电动汽车的放电装置， 其特征在于， 包括：
交流充电口；
充电连接装置， 所述充电连接装置的一端与所述电动汽车的所述交流充电口连接， 另 一端与其他电动汽车连接 , 用于将由所述交流充电口输出的交流电输送至所述其他电动汽 车；
仪表， 所述仪表用于在接收到触发信号下， 发送放电准备指令；
控制器， 所述控制器与所述仪表进行通信， 用于在接收到所述放电准备指令后， 检测 所述充电连接装置是否与所述交流充电口连接， 如果是则发送脉冲宽度调制 PWM波， 并 切换至对外放电模式； 以及
电池管理器， 所述电池管理器与所述控制器进行通信， 用于在所述控制器切换至对外 放电模式后， 控制吸合所述电动汽车的高压配电箱内的对外放电回路；
动力电池， 动力电池与所述高压配电箱相连， 用于通过高压配电箱内的对外放电回路 提供直流电；
其中， 所述控制器检测所述其他电动汽车的电量是否充满， 如果否， 则将所述对外放 电回路提供的直流电转换为交流电， 并输出至所述交流充电口以实现对所述其他电动汽车 的放电。
2、 如权利要求 1所述的电动汽车的放电装置， 其特征在于， 所述仪表和所述控制器通 过控制器局域网络 CAN总线进行通信， 且所述控制器和所述电池管理器通过所述 CAN总 线进行通信。
3、 如权利要求 1所述的电动汽车的放电装置， 其特征在于， 所述充电连接装置包括： 第一充电枪， 所述第一充电枪位于所述充电连接装置的一端， 与所述交流充电口相连； 第二充电枪， 所述第二充电枪位于所述充电连接装置的另一端， 与所述其他电动汽车 的交流充电接口连接。
4、 如权利要求 1所述的电动汽车的放电装置， 其特征在于， 所述控制器在检测到所述 充电连接装置是否与所述交流充电口连接后， 通过 CP弓 I脚相位发送 PWM波。
5、 如权利要求 1所述的电动汽车的放电装置， 其特征在于， 所述控制器通过检测 CP 引脚的电压以判断所述电动汽车的电量是否充满， 如果所述 CP 引脚的电压为预设电压， 则判断所述其他电动汽车的电量已充满。
6、 如权利要求 7所述的电动汽车的放电装置， 其特征在于， 所述预设电压为 6V。
7、 如权利要求 1所述的电动汽车的放电装置， 其特征在于， 所述控制器还用于在检测 到所述充电连接装置与所述交流充电口连接后， 进一步检测所述电动汽车的当前档位是否 为 P档， 如果是， 则切换至对外放电模式。
8、 如权利要求 1所述的电动汽车的放电装置， 其特征在于， 所述控制器还用于在放电 过程中， 实时检测控制器的内部电路和所述其他电动汽车是否故障。
9、 如权利要求 8所述的电动汽车的放电装置， 其特征在于， 所述控制器还用于在检测 到所述内部电路和 /或所述其他电动汽车故障时， 停止输出所述交流电。
10、 如权利要求 1所述的电动汽车的放电装置， 其特征在于， 所述电池管理器还用于 实时检测所述动力电池的当前电量和所述动力电池是否故障， 并在检测到故障后， 向所述 控制器发送电池故障指令， 所述控制器在接收到所述电池故障指令后， 停止输出所述交流 电。
11、 如权利要求 1所述的电动汽车的放电装置， 其特征在于， 所述控制器还用于在接 收到所述仪表的放电结束指令后 , 停止输出所述交流电。
12、 如权利要求 1所述的电动汽车的放电装置， 其特征在于， 所述控制器还用于实时 检测当前放电电流。
13、 如权利要求 1所述的电动汽车的放电装置， 其特征在于， 所述控制器还用于在检 测到所述充电连接装置与所述交流充电口断开或所述其他电动汽车的电量充满时， 停止输 出所述交流电。
14、 如权利要求 1-13任一项所述的电动汽车的放电装置， 其特征在于， 所述控制器还 用于检测所述电动汽车的电量是否大于预设值 , 如果大于所述预设值则判断允许所述电动 汽车对外放电。
15、一种电动汽车， 其特征在于， 包括权利要求 1-14任一项所述的电动汽车的放电装 置。
Figure imgf000019_0001
图 1
Figure imgf000019_0002
图 2
替换页 （细则第 26条)
PCT/CN2012/087997 2011-12-31 2012-12-31 电动汽车及其放电装置 Ceased WO2013097798A1 (zh)

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CN201220303636XU CN202712941U (zh) 2012-06-27 2012-06-27 车辆及其充电系统
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