WO2021018253A1 - 放电车辆和车辆充电系统 - Google Patents

放电车辆和车辆充电系统 Download PDF

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Publication number
WO2021018253A1
WO2021018253A1 PCT/CN2020/105882 CN2020105882W WO2021018253A1 WO 2021018253 A1 WO2021018253 A1 WO 2021018253A1 CN 2020105882 W CN2020105882 W CN 2020105882W WO 2021018253 A1 WO2021018253 A1 WO 2021018253A1
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WO
WIPO (PCT)
Prior art keywords
charging
discharge
power battery
vehicle
socket
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/CN2020/105882
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English (en)
French (fr)
Inventor
黄炳健
吕好
齐阿喜
杨志飞
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
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BYD 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
Application filed by BYD Co Ltd filed Critical BYD Co Ltd
Priority to EP20846164.0A priority Critical patent/EP4005856A4/en
Priority to US17/630,816 priority patent/US20220274498A1/en
Publication of WO2021018253A1 publication Critical patent/WO2021018253A1/zh
Anticipated expiration legal-status Critical
Priority to US18/749,908 priority patent/US20240343146A1/en
Ceased legal-status Critical Current

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/50—Charging stations characterised by energy-storage or power-generation means
    • B60L53/53—Batteries
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/20—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by converters located in the vehicle
    • B60L53/22—Constructional details or arrangements of charging converters specially adapted for charging electric vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/32—Control or regulation of multiple-unit electrically-propelled vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/10—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by the energy transfer between the charging station and the vehicle
    • B60L53/14—Conductive energy transfer
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/10—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by the energy transfer between the charging station and the vehicle
    • B60L53/14—Conductive energy transfer
    • B60L53/18—Cables specially adapted for charging electric vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/20—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by converters located in the vehicle
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—ELECTRIC POWER NETWORKS; CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or discharging batteries or for supplying loads from batteries
    • H02J7/90—Regulation of charging or discharging current or voltage
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02M—APPARATUS FOR CONVERSION BETWEEN AC AND AC, BETWEEN AC AND DC, OR BETWEEN DC AND DC, AND FOR USE WITH MAINS OR SIMILAR POWER SUPPLY SYSTEMS; CONVERSION OF DC OR AC INPUT POWER INTO SURGE OUTPUT POWER; CONTROL OR REGULATION THEREOF
    • H02M7/00—Conversion of AC power input into DC power output; Conversion of DC power input into AC power output
    • H02M7/42—Conversion of DC power input into AC power output without possibility of reversal
    • H02M7/44—Conversion of DC power input into AC power output without possibility of reversal by static converters
    • H02M7/48—Conversion of DC power input into AC power output without possibility of reversal by static converters using discharge tubes with control electrode or semiconductor devices with control electrode
    • H02M7/53—Conversion of DC power input into AC power output without possibility of reversal by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal
    • H02M7/537—Conversion of DC power input into AC power output without possibility of reversal by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal using semiconductor devices only, e.g. single switched pulse inverters
    • H02M7/5387—Conversion of DC power input into AC power output without possibility of reversal by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal using semiconductor devices only, e.g. single switched pulse inverters in a bridge configuration
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
    • H02P27/00—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage
    • H02P27/04—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage using variable-frequency supply voltage, e.g. inverter or converter supply voltage
    • H02P27/06—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage using variable-frequency supply voltage, e.g. inverter or converter supply voltage using DC to AC converters or inverters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2210/00—Converter types
    • B60L2210/10—DC to DC converters
    • B60L2210/12—Buck converters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2210/00—Converter types
    • B60L2210/10—DC to DC converters
    • B60L2210/14—Boost converters
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—ELECTRIC POWER NETWORKS; CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J2207/00—Details of circuit arrangements for charging or discharging batteries or supplying loads from batteries
    • H02J2207/20—Charging or discharging characterised by the power electronics converter
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
    • H02P2201/00—Indexing scheme relating to controlling arrangements characterised by the converter used
    • H02P2201/11—Buck converter, i.e. DC-DC step down converter decreasing the voltage between the supply and the inverter driving the motor
    • 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

Definitions

  • the present disclosure relates to the field of charging technology, in particular to a discharge vehicle and a vehicle charging system.
  • the present disclosure aims to solve one of the technical problems in the related art at least to a certain extent.
  • an objective of the present disclosure is to provide a discharge vehicle, which utilizes the vehicle's own motor and motor control circuit to implement DC step-down charging of a high-voltage vehicle to a low-voltage vehicle.
  • the second objective of the present disclosure is to propose a vehicle charging system.
  • an embodiment of the first aspect of the present disclosure proposes a discharge vehicle, which includes a discharge control device, a first power battery, a motor, and a motor control circuit.
  • the motor includes a three-phase winding inductor and is connected to the three-phase winding. Inductors are respectively connected to the neutral line, the first pole of the first power battery is connected to the first input terminal of the motor control circuit, and the second pole of the first power battery is connected to the second terminal of the motor control circuit.
  • the three output terminals of the motor control circuit are respectively connected to the three-phase winding inductance; wherein, when the discharged vehicle establishes a charging connection with the charged vehicle through an external charging connection device, the neutral line passes through
  • the charging connection device is connected to the first pole of the second power battery of the charging vehicle, and the second pole of the first power battery is connected to the second pole of the second power battery through the charging connection device,
  • the discharge control device is used to control the motor control circuit to realize the DC step-down charging of the second power battery by the first power battery.
  • the discharge vehicle's own motor and motor control circuit can be used to realize the DC drop of the discharged vehicle to the charged vehicle. Voltage charging, the required structure is simple and easy to realize, and the cost is low.
  • an embodiment of the second aspect of the present disclosure proposes a vehicle charging system, including: the discharged vehicle, the charged vehicle and the charging connection device connected between the two embodiments of the first aspect, wherein the charging A vehicle comprising a charging control device and a second power battery, the first pole of the second power battery is connected to the neutral line through the charging connection device, and the second pole of the second power battery is charged through the The connecting device is connected with the second pole of the first power battery.
  • the vehicle charging system of the embodiment of the present disclosure utilizes the motor control circuit and motor windings of the discharged vehicle to realize the DC step-down charging of the discharged vehicle to the charged vehicle, which is simple and easy to implement and has low cost.
  • Fig. 1 is a schematic structural diagram of a vehicle charging system according to a first embodiment of the present disclosure
  • FIG. 2 is a schematic structural diagram of a vehicle charging system according to a second embodiment of the present disclosure
  • Fig. 3 is a block diagram of the structure of a step-down circuit of an embodiment of the present disclosure
  • Fig. 4 is a schematic diagram of the working principle of the step-down circuit of an embodiment of the present disclosure
  • FIG. 5 is a schematic structural diagram of a vehicle charging system according to a fourth embodiment of the present disclosure.
  • Fig. 6 is a schematic structural diagram of a vehicle charging system according to a fifth embodiment of the present disclosure.
  • FIG. 7 is a schematic diagram of single-phase charging in an example of the present disclosure.
  • FIG. 8 is a schematic diagram of two-phase charging according to an example of the present disclosure.
  • Fig. 9 is a schematic diagram of three-phase charging in an example of the present disclosure.
  • FIG. 1 is a schematic structural diagram of a discharge vehicle according to an embodiment of the present disclosure.
  • the discharge vehicle 100 includes a discharge control device 110, a first power battery 120, a motor control circuit 130 and a motor M.
  • the motor M includes three-phase winding inductances LA, LB, LC and a neutral line N.
  • Line N is connected to one end of the three-phase winding inductances LA, LB, and LC, connecting the first pole of the first power battery 120 with the first input terminal of the motor control circuit 130, and the second pole of the first power battery 120 with the motor control
  • the second input terminal of the circuit 130 is connected, and the three output terminals of the motor control circuit 130 are respectively connected to the three-phase winding inductors LA, LB, and LC.
  • the neutral line N is connected to the first pole of the second power battery 220 of the charged vehicle 200 through the charging connection device 300.
  • the second pole of the power battery 120 is connected to the second pole of the second power battery 220 through the charging connection device 300.
  • the above-mentioned first electrode can be a positive electrode and the second electrode can be a negative electrode.
  • the discharge control device 110 is used to control the motor control circuit 130 to realize the DC step-down charging of the second power battery 220 by the first power battery 120.
  • the motor control circuit 130 may be a three-phase bridge inverter circuit, which consists of 6 switch tubes (such as IGBT tube (Insulated Gate Bipolar Transistor, insulated gate bipolar transistor), MOS tube (Metal Oxide) Semiconductor, metal oxide semiconductor field effect transistor))). Utilize the motor control circuit 130 of the discharging vehicle 100, and the three-phase winding inductances LA, LB, and LC of the motor M, and lead the neutral wire N as the positive electrode.
  • switch tubes such as IGBT tube (Insulated Gate Bipolar Transistor, insulated gate bipolar transistor), MOS tube (Metal Oxide) Semiconductor, metal oxide semiconductor field effect transistor)
  • the negative electrode of the first power battery 120 is the negative electrode, and then the positive The negative terminal is connected to the positive and negative poles of the second power battery 220 of the charging vehicle 200 through the charging connection device 300, and the upper bridge switch tube is controlled to be turned on and off to realize high-power DC step-down charging.
  • the discharge vehicle can use its own motor control circuit and motor windings to realize the charging of the high-voltage electric vehicle to the low-voltage electric vehicle, and the structure is simple and easy to realize, and the cost is low.
  • the discharge vehicle 100 further includes: a bleeder resistor R and a first capacitor C1.
  • One end of the bleeder resistor R is connected to the neutral line N, and the other end of the bleeder resistor R is connected to the second pole of the first power battery 120; the first capacitor C1 is connected to the bleeder resistor R in parallel. Therefore, adding a first capacitor and a bleeder resistor at the positive and negative ends can achieve a stable high-power DC step-down and reduce ripple voltage and current; in addition, the first capacitor C1 also has a voltage divider function, reducing The higher voltage of the discharged vehicle 100 has an adverse effect on the lower voltage of the charged vehicle 200, and the purpose of voltage reduction is achieved.
  • the discharge vehicle 100 further includes: a step-down circuit 400, the first input terminal of the step-down circuit 400 is connected to the first pole of the first power battery 120, and the step-down circuit
  • the second input terminal of 400 is connected to the second pole of the first power battery 120
  • the first output terminal of the step-down circuit 400 is connected to the first pole of the second power battery 220 through the charging connection device 300
  • the first pole of the step-down circuit 400 is The two output terminals are connected to the second pole of the second power battery 220 through the charging connection device 300, and the step-down circuit 400 is used to implement the DC step-down charging of the second power battery 220 by the first power battery 120.
  • the buck circuit 400 includes: a first switching tube Q1, a second switching tube Q2, a first inductor L1, and a second capacitor C2.
  • the first end of the first switch tube Q1 is connected to the first pole of the first power battery 120; the first end of the second switch tube Q2 is connected to the second end of the first switch tube Q1, and forms a first node a,
  • the second end of the second switch tube Q2 is connected to the second pole of the first power battery 120; one end of the first inductor L1 is connected to the first node a, and the other end of the first inductor L1 is connected to the second power battery through the charging connection device 300
  • the first pole of 220 is connected; one end of the second capacitor C2 is connected to the other end of the first inductor L1, and the other end of the second capacitor C2 is connected to the second pole of the first power battery 120.
  • the discharge control device 110 is also connected to the control ends of the first switching tube Q1 and the second switching tube Q2, respectively, for
  • both the first switching tube Q1 and the second switching tube Q2 can be IGBT tubes or MOS tubes.
  • the first switching tube Q1 when the first switching tube Q1 is turned on and the second switching tube Q2 is turned off, the first power battery 120, the first inductor L1, and the second power battery 220 form a loop, and the second power battery 220
  • the voltage is equal to the voltage of the first power battery 120 minus the voltage of the first inductor L1; when the first switching tube Q1 and the second switching tube Q2 are both turned off, the first inductor L1, the second power battery 220, and the second switching tube Q2
  • the diode forms a loop, and the voltage of the second power battery 220 is equal to the voltage of the first inductor L1 minus the diode terminal voltage.
  • the first power battery 120 can realize the DC step-down charging of the second power battery 220.
  • the control terminal of the second switch tube Q2 can also be left empty, that is, not connected to the discharge control device 110, and is always in the off state.
  • the motor control circuit 130 includes U, V, and W three-phase bridge arms.
  • the upper bridge arm and the lower bridge arm of each phase bridge arm are each provided with a switch tube.
  • the midpoints of the upper bridge arm and the lower bridge arm of each phase bridge arm are The winding inductance of the corresponding motor is connected, specifically, the midpoint of the U-phase bridge arm is connected to the A-phase winding inductance LA, the midpoint of the V-phase bridge arm is connected to the B-phase winding inductance LB, and the midpoint of the W-phase bridge arm is connected to the phase C
  • the winding inductance LC is connected.
  • each phase bridge arm of the motor control circuit 130 can work independently, and the phase bridge arms can work synchronously, and the phase bridge arms can perform errors according to the preset phase difference. Phase interleaving work.
  • the step-down principle of the step-down circuit formed by the motor control circuit 130, the motor M and the first capacitor C1 is similar to the step-down principle of the step-down circuit 400, and will not be repeated here.
  • the motor M and the motor control circuit 130 form a first discharging branch
  • the step-down circuit 400 forms a second discharging branch.
  • the first discharging branch and the second discharging branch are arranged in parallel between the first power battery 120 and the second power battery 120.
  • the first power battery 120 can discharge to the second power battery 220 through one of the first discharging branch and the second discharging branch.
  • the step-down circuit 400 is arranged in the discharge vehicle 100, and the step-down circuit composed of the motor control circuit 130, the motor M and the first capacitor C1 and the step-down circuit 400 are arranged in parallel between the two power batteries.
  • the redundant design of the step-down function is realized.
  • the step-down circuit 400 is simple and easy to implement, and through its configuration, the discharge vehicle 100 can still realize the DC step-down charging of the charged vehicle 200 when the motor control circuit 130, the motor M, and the like are faulty.
  • the first adapter portion 310 includes a second resistor R2, a third resistor R3, and a trigger switch S, one end of the second resistor R2 is connected to the CC1 pin of the first adapter portion 310, One end of the three resistor R3 is connected to the PE pin of the first adapter part 310, the other end of the third resistor R3 is connected to the other end of the second resistor R2, and the trigger switch S is connected in parallel with the second resistor R2.
  • the discharge socket 140 includes a fourth resistor R4, the discharge vehicle 100 also includes a first resistor R1, one end of the fourth resistor R4 is connected to the PE jack of the discharge socket 140, and the other end of the fourth resistor R4 is connected to the first resistor R1.
  • One end of the resistor R1 is connected to form a first detection point b, and the other end of the first resistor R1 is connected to the first pull-up voltage U1.
  • the triggering switch S can be turned on as a triggering condition, and when the switch S is turned on, the vehicle can be in a non-driving state through interlocking or other control measures.
  • the discharge control device 110 is also used to detect the voltage of the first detection point b, and determine the connection state between the first adapter 310 and the discharge socket 140 according to the voltage of the first detection point b. Including unconnected, semi-connected, fully connected and other states.
  • the discharging vehicle 100 further includes: a first switch K1, a second switch K2, wherein one end of the first switch K1 is connected to the neutral line N, and the first switch K1 The other end of the second switch K2 is connected to the DC+ jack of the discharge socket 140; one end of the second switch K2 is connected to the second pole of the first power battery 120, and the other end of the second switch K2 is connected to the DC- jack of the discharge socket 140;
  • the discharge control device 110 is further configured to perform on-off control of the first switch K1 and the second switch K2 according to the connection state or charge and discharge data between the first adapter 310 and the discharge socket 140.
  • the discharge control device 110 is also used to obtain the maximum allowable discharge current of the discharged vehicle 100, the maximum allowable charging current of the charged vehicle 200, and the maximum allowable current of the charging connection device 300.
  • the minimum value and when the minimum value is less than the first preset value, single-phase charging of the second power battery 220 by the motor control circuit 130; when the minimum value is greater than or equal to the first preset value and less than the second preset value , The second power battery 220 is charged in two phases through the motor control circuit 130; when the minimum value is greater than or equal to the second preset value, the second power battery 220 is charged in three phases through the motor control circuit 130.
  • the first preset value and the second preset value can be calibrated as needed. It should be noted that when the resistance values of the second resistor R2 and the third resistor R3 in the first adapter part 310 are different, the maximum allowable current of the charging connection device 300 is different.
  • the discharge control device 110 of the discharged vehicle 100 can control the single-phase U-phase upper bridge IGBT to turn on and off, so as to realize the single-phase DC charging of the charged vehicle 200.
  • the discharged vehicle 100 stores energy in the inductor LA and charges the second power battery 220 of the charged vehicle 200 through the solid line loop in the figure; when the upper bridge IGBT is turned off, the inductor LA releases energy to the second power battery of the charged vehicle 200 The second power battery 220 is charged and freewheeling through the diode in the lower bridge IGBT (see the dotted loop in Figure 7). It should be noted that the single-phase charging of V-phase and W-phase is similar to that of U-phase, and will not be repeated here.
  • the discharge control device 110 of the discharge vehicle 100 controls the U-phase and V-phase upper bridge IGBTs to turn on and off, so as to realize the two-phase DC charging of the charged vehicle 200.
  • the discharged vehicle 100 stores energy in the inductor LA and the inductor LB through the solid line loop in the figure, and charges the second power battery 220 of the charged vehicle 200; when the upper bridge IGBT is turned off, the inductor LA and the inductor LB are released The energy charges the second power battery 220 of the charging vehicle 200, and freewheels through the corresponding diode in the lower bridge IGBT (see the dashed loop in Figure 8).
  • two-phase charging can also choose V-phase, W-phase two-phase charging or U-phase, W-phase two-phase charging, and the charging circuit is similar to U-phase and V-phase two-phase charging.
  • the discharge The discharge control device 110 of the vehicle 100 controls the U-phase, V-phase, and W-phase upper bridge IGBTs to turn on and off to realize the three-phase DC charging of the charged vehicle 200.
  • the discharged vehicle 100 stores energy through the solid-line loop to the inductors LA, LB, and LC, and charges the second power battery 220 of the charged vehicle 200; when the upper bridge IGBT is turned off, the inductors LA, LB, and LC are released The energy charges the second power battery 220 of the charging vehicle 200, and freewheels through the diode in the corresponding lower bridge IGBT (see the dashed loop in FIG. 9).
  • the discharge control device 110 obtains a three-phase control signal, the three-phase control signal includes a first control signal, a second control signal, and a third control signal that are sequentially different from each other by a preset phase; the discharge control device 110 is controlled according to the first control signal
  • the two switching tubes of the U-phase bridge arm are turned on alternately, the two switching tubes of the V-phase bridge arm are controlled to be alternately turned on according to the second control signal, and the two switching tubes of the W-phase bridge arm are controlled according to the third control signal. Turn on alternately to charge the external power battery.
  • the charging speed of two-phase charging and three-phase charging is faster; similarly, compared with two-phase charging, the charging speed of three-phase charging is faster, which can greatly shorten the charging speed. Time to achieve fast DC charging. Moreover, the safety of charging can be further improved through the current judgment, and the charging speed can also be increased to a certain extent.
  • the present disclosure also proposes a vehicle charging system.
  • the vehicle charging system includes: the discharging vehicle 100 of the above-mentioned embodiment, the charging vehicle 200 and the charging connection device 300 connected between the two.
  • the charging vehicle 200 includes a charging control device 210 and a second power battery 220.
  • the first pole of the second power battery 220 is connected to the neutral line N through the charging connection device 300, and the second pole of the second power battery 220 passes through
  • the charging connection device 300 is connected to the second pole of the first power battery 120.
  • the above-mentioned first electrode can be a positive electrode and the second electrode can be a negative electrode.
  • the vehicle charging system utilizes the motor control circuit and motor windings of the discharged vehicle to realize the high-voltage electric vehicle charging the low-voltage electric vehicle, and the structure is simple and easy to realize, and the cost is low.
  • a charging socket 240 is provided on the charging vehicle 200, and the charging connection device 300 includes: a first adapter part 310, a second adapter part 320 and a cable harness 330.
  • the first adapter part 310 is adapted to connect with the discharge socket 140;
  • the second adapter part 320 is adapted to connect with the discharge socket 240;
  • the cable harness 330 is connected between the first adapter part 310 and the second adapter part 320 .
  • the cable harness 330 includes a DC+ line, a DC- line, a PE line, a CANH line, a CANL line, a A+ line, and an A- line
  • the first adapter part 310 and the second adapter part 320 are All are equipped with DC+ pin, DC- pin, PE pin, CANH pin, CANL pin, A+ pin and A- pin, and pass through DC+ line, DC- line, PE line, CANH line, CANL Lines, A+ lines, and A- lines are correspondingly connected, wherein the first adapter part 310 and the second adapter part 320 are also provided with CC1 pins and CC2 pins.
  • both the discharge socket 140 and the charging socket 240 are provided with CC1 jack, CC2 jack, DC+ jack, DC- jack, PE jack, CANH jack, CANL jack, A+ jack and A- jack
  • the PE jack of the discharge socket 140 is connected to the body ground GND1 of the discharging vehicle 100
  • the PE jack of the charging socket 240 is connected to the body ground GND2 of the charging vehicle 200
  • the CANH and CANL jacks of the discharging socket 140 are both connected to the discharge
  • the control device 110 is connected
  • the CANH jack and CANL jack of the charging socket 240 are both connected with the charging control device 210 to realize the charge and discharge data transmission between the discharge control device 110 and the charging control device 210.
  • the A+ jack of the discharge socket 140 The A- jacks are all connected to the discharge control device 110, and the A+ and A- jacks of the charging socket 240 are both connected to the charging control device 210, so that the discharge control device 110 provides auxiliary power to the charging control device 210.
  • the DC+ jack, DC- jack, PE jack, CANH jack, CANL jack, A+ jack, A- jack, CC1 jack, and CC2 jack on the discharge socket 140 are respectively connected to the first
  • the DC+ pin, DC- pin, PE pin, CANH pin, CANL pin, A+ pin, A- pin, CC1 pin, CC2 pin on the part 310 should be connected;
  • DC+ on the charging socket 240 Jacks, DC- jacks, PE jacks, CANH jacks, CANL jacks, A+ jacks, A- jacks, CC1 jacks, CC2 jacks and the DC+ pin, DC-pin, PE pin, CANH pin, CANL pin, A+ pin, A- pin, CC1 pin, CC2 pin should be connected accordingly.
  • the second adapter part 320 includes a fifth resistor R5, one end of the fifth resistor R5 is connected to the PE pin of the second adapter part 320, and the other end of the fifth resistor R5 is connected to the second adapter part. 320 is connected to the CC2 pin; the charging vehicle 100 also includes a sixth resistor R6, one end of the sixth resistor R6 is connected to the CC2 jack of the charging socket 240 to form a second detection point c, and the other end of the sixth resistor R6 is connected to the 2. Pull up voltage U2.
  • the charging control device 210 is also used to detect the voltage of the second detection point c, and determine the connection state between the second adapter portion 320 and the charging socket 240 according to the voltage of the second detection point c.
  • the connection status also includes unconnected, semi-connected, and fully connected status.
  • the reliability of charging can be improved through the above-mentioned judgment of the connection state, and the stability of charging can be ensured to a certain extent.
  • FIG. 5 only shows the CC1 pin of the first adapter part 310 and the CC1 socket of the discharge socket 140, and the CC2 pin of the second adapter part 320 and the CC2 socket of the charging socket 240 Connection situation.
  • the charging socket 240 also includes a resistor corresponding to the fourth resistor R4, which is connected to the CC1 jack of the charging socket 240;
  • the first adapter part 310 also includes a resistor corresponding to the fifth resistor R5, which passes through the first adapter part 310
  • the CC2 pin is connected to the CC2 socket of the discharge socket, which is not shown in Figure 5.
  • the charging vehicle 200 further includes: a third switch K3 and a fourth switch K4, wherein one end of the third switch K3 is connected to the first pole of the second power battery 220 , The other end of the third switch K3 is connected to the DC+ jack of the charging socket 240; one end of the fourth switch K4 is connected to the second pole of the second power battery 220, and the other end of the fourth switch K4 is connected to the DC- of the charging socket 240 The jack is connected.
  • the charging control device 210 is further configured to perform on-off control of the third switch K3 and the fourth switch K4 according to the connection state or charging and discharging data between the second connecting portion 320 and the charging socket 240.
  • the discharge control device 110 can control K1 and K2 to close, and the discharge vehicle 100 can perform a self-check at this time. After the self-check is completed (no abnormality), the discharge control device 110 can control K1 and K2 to be disconnected, and at the same time, it starts to periodically send a communication handshake message to the charging control device 210. Furthermore, the charging control device 210 can control the switches K3 and K4 to close to turn on the charging circuit, and at the same time can send the state parameters of the second power battery 220 to the discharge control device 110. The discharge control device 110 detects that the second power battery 220 is normal. , The switches K1 and K2 can be controlled to close, so that the DC power supply loop is turned on.
  • both the discharged vehicle 100 and the charged vehicle 200 may also be provided with an insulation detection circuit IMD.
  • IMD insulation detection circuit
  • first and second are only used for descriptive purposes, and cannot be understood as indicating or implying relative importance or implicitly indicating the number of indicated technical features. Therefore, the features defined with “first” and “second” may explicitly or implicitly include at least one of the features. In the description of the present disclosure, "a plurality of” means at least two, such as two, three, etc., unless otherwise specifically defined.
  • the terms “installed”, “connected”, “connected”, “fixed” and other terms should be understood in a broad sense, for example, it may be a fixed connection or a detachable connection , Or integrated; it can be mechanically connected or electrically connected; it can be directly connected or indirectly connected through an intermediary, it can be the internal communication of two components or the interaction relationship between two components, unless otherwise specified The limit.
  • installed may be a fixed connection or a detachable connection , Or integrated; it can be mechanically connected or electrically connected; it can be directly connected or indirectly connected through an intermediary, it can be the internal communication of two components or the interaction relationship between two components, unless otherwise specified The limit.
  • the specific meaning of the above-mentioned terms in the present disclosure can be understood according to specific circumstances.
  • the first feature “on” or “under” the second feature may be in direct contact with the first and second features, or the first and second features may be indirectly through an intermediary. contact.
  • the "above”, “above” and “above” of the first feature on the second feature may mean that the first feature is directly above or obliquely above the second feature, or simply means that the level of the first feature is higher than the second feature.
  • the “below”, “below” and “below” of the second feature of the first feature may mean that the first feature is directly below or obliquely below the second feature, or it simply means that the level of the first feature is smaller than the second feature.

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
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  • Mechanical Engineering (AREA)
  • Charge And Discharge Circuits For Batteries Or The Like (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

一种放电车辆和车辆充电系统，涉及车辆技术领域，其中，放电车辆包括放电控制装置、第一动力电池、电机和电机控制电路，第一动力电池的第一极、第二极分别与电机控制电路的第一输入端、第二输入端相连，电机控制电路的三个输出端分别与电机的三相绕组电感相连，电机的中性线和第一动力电池的第二极用于通过放电车辆外部的充电连接装置分别连接至充电车辆的第二动力电池的第一极和第二极；放电控制装置通过电机控制电路实现第一动力电池对第二动力电池的直流降压充电。

Description

放电车辆和车辆充电系统
相关申请的交叉引用
本公开要求于2019年7月31日提交的申请号为201910703490.4、名称为“放电车辆和车辆充电系统”的中国专利申请的优先权，其全部内容通过引用结合在本公开中。
技术领域
本公开涉及充电技术领域，尤其涉及一种放电车辆和车辆充电系统。
背景技术
随着电动汽车行业的发展，快捷的充电技术已成为电动汽车的关键技术之一，专业的直流充电站(充电柜)可以快速的为电动汽车电池充电，但这种基础设施都是固定不可移动的，所能满足的电动汽车充电需求有限。
发明内容
本公开旨在至少在一定程度上解决相关技术中的技术问题之一。
为此，本公开的一个目的在于提出一种放电车辆，以利用车辆自身的电机及电机控制电路，实现高压车辆对低压车辆进行直流降压充电。
本公开的第二个目的在于提出一种车辆充电系统。
为达到上述目的，本公开第一方面实施例提出了一种放电车辆，包括放电控制装置、第一动力电池、电机和电机控制电路，所述电机包括三相绕组电感和与所述三相绕组电感分别连接的中性线，所述第一动力电池的第一极与所述电机控制电路的第一输入端相连，所述第一动力电池的第二极与所述电机控制电路的第二输入端相连，所述电机控制电路的三个输出端分别与所述三相绕组电感相连；其中，所述放电车辆通过外部的充电连接装置与充电车辆建立充电连接时，所述中性线通过所述充电连接装置与所述充电车辆的第二动力电池的第一极相连，所述第一动力电池的第二极通过所述充电连接装置与所述第二动力电池的第二极相连，所述放电控制装置用于对所述电机控制电路进行控制，以实现所述第一动力电池对所述第二动力电池进行直流降压充电。
本公开实施例的放电车辆，在通过外部的充电连接装置与充电车辆建立充电连接，以给充电车辆充电时，可利用放电车辆自身的电机及电机控制电路，实现放电车辆对充电车辆的直流降压充电，所需结构简单易实现，且成本低。
为达到上述目的，本公开第二方面实施例提出了一种车辆充电系统，包括：第一方面实施例的放电车辆、充电车辆和连接在两者之间的充电连接装置，其中，所述充电车辆，包括充电控制装置和第二动力电池，所述第二动力电池的第一极通过所述充电连接装置与所述中性线相连，所述第二动力电池的第二极通过所述充电连接装置与所述第一动力电池 的第二极相连。
本公开实施例的车辆充电系统，利用放电车辆自身的电机控制电路以及电机绕组即可实现放电车辆对充电车辆进行直流降压充电，简单易实现，且成本低。
本公开附加的方面和优点将在下面的描述中部分给出，部分将从下面的描述中变得明显，或通过本公开的实践了解到。
附图说明
图1是本公开第一个实施例的车辆充电系统的结构示意图；
图2是本公开第二个实施例的车辆充电系统的结构示意图；
图3是本公开一个实施例的降压电路结构框图；
图4是本公开一个实施例的降压电路的工作原理示意图；
图5是本公开第四个实施例的车辆充电系统的结构示意图；
图6是本公开第五个实施例的车辆充电系统的结构示意图；
图7是本公开一个示例的单相充电的示意图；
图8是本公开一个示例的双相充电的示意图；
图9是本公开一个示例的三相充电的示意图。
具体实施方式
下面详细描述本公开的实施例，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，旨在用于解释本公开，而不能理解为对本公开的限制。
下面参考附图描述本公开实施例的放电车辆和车辆充电系统。
图1是本公开实施例的放电车辆的结构示意图。如图1所示，该放电车辆100包括放电控制装置110、第一动力电池120、电机控制电路130和电机M，电机M包括三相绕组电感LA、LB、LC和中性线N，中性线N与三相绕组电感LA、LB、LC的一端连接，将第一动力电池120的第一极与电机控制电路130的第一输入端相连，第一动力电池120的第二极与电机控制电路130的第二输入端相连，电机控制电路130的三个输出端分别与三相绕组电感LA、LB、LC相连。
参见图1，放电车辆100通过外部的充电连接装置300与充电车辆200建立充电连接时，中性线N通过充电连接装置300与充电车辆200的第二动力电池220的第一极相连，第一动力电池120的第二极通过充电连接装置300与第二动力电池220的第二极相连。
在该实施例中，上述第一极可为正极、第二极为负极。放电控制装置110用于对电机控制电路130进行控制，以实现第一动力电池120对第二动力电池220进行直流降压充电。
具体地，参见图1，电机控制电路130可为三相桥式逆变电路，其由6个开关管(如 IGBT管(Insulated Gate Bipolar Transistor，绝缘栅双极型晶体管)、MOS管(Metal Oxide Semiconductor，金属氧化物半导体场效应晶体管))组成。利用放电车辆100的电机控制电路130，以及电机M自带的三相绕组电感LA、LB、LC，并将中性线N引出来为正极，第一动力电池120的负极为负极，再将正负端通过充电连接装置300连接到充电车辆200的第二动力电池220的正负极，控制上桥开关管的开通关断，即可实现大功率直流降压充电。该放电车辆利用自身的电机控制电路以及电机绕组即可实现高压电动汽车对低压电动汽车充电，结构简单易实现，且成本低。
在本公开的一个实施例中，如图2所示，放电车辆100还包括：泄放电阻R和第一电容C1。其中，泄放电阻R的一端与中性线N相连，泄放电阻R的另一端与第一动力电池120的第二极相连；第一电容C1与泄放电阻R并联连接。由此，在正负两端加上一个第一电容和泄放电阻，可实现稳定的大功率直流降压，并能够减少纹波电压电流；另外，第一电容C1还具有分压作用，减少放电车辆100较高的电压对充电车辆200较低的电压造成的不利影响，实现降压的目的。
在本公开的一个实施例中，如图3所示，放电车辆100还包括：降压电路400，降压电路400的第一输入端与第一动力电池120的第一极相连，降压电路400的第二输入端与第一动力电池120的第二极相连，降压电路400的第一输出端通过充电连接装置300与第二动力电池220的第一极相连，降压电路400的第二输出端通过充电连接装置300与第二动力电池220的第二极相连，降压电路400用于实现第一动力电池120对第二动力电池220进行直流降压充电。
具体地，如图4所示，降压电路400包括：第一开关管Q1、第二开关管Q2、第一电感L1和第二电容C2。第一开关管Q1的第一端与第一动力电池120的第一极相连；第二开关管Q2的第一端与第一开关管Q1的第二端相连，并形成第一节点a，第二开关管Q2的第二端与第一动力电池120的第二极相连；第一电感L1的一端与第一节点a相连，第一电感L1的另一端通过充电连接装置300与第二动力电池220的第一极相连；第二电容C2的一端与第一电感L1的另一端相连，第二电容C2的另一端与第一动力电池120的第二极相连。其中，放电控制装置110还分别与第一开关管Q1和第二开关管Q2的控制端相连，用于分别对第一开关管Q1和第二开关管Q2的通断进行控制。
其中，第一开关管Q1和第二开关管Q2均可采用IGBT管、MOS管。
具体而言，参见图4，第一开关管Q1开通、第二开关管Q2断开时，第一动力电池120、第一电感L1、第二动力电池220形成一个回路，第二动力电池220的电压等于第一动力电池120的电压减去第一电感L1的电压；第一开关管Q1、第二开关管Q2均断开时，第一电感L1、第二动力电池220、第二开关管Q2的二极管形成一个回路，第二动力电池220的 电压等于第一电感L1的电压减去二极管端电压。因此，设计好第一电感L1与第二电容C2的参数值，控制第一开关管Q1的开通关断，即可实现第一动力电池120对第二动力电池220进行直流降压充电。需要说明的是，第二开关管Q2的控制端也可空置，即不与放电控制装置110相连，且始终处于关断状态。
需要说明的是，电机控制电路130、电机M和第一电容C1相当于构成一个降压电路。电机控制电路130包括U、V、W三相桥臂，每相桥臂的上桥臂和下桥臂各设有一个开关管，每相桥臂的上桥臂和下桥臂的中点与相应的电机的绕组电感连接，具体为U相桥臂的中点与A相绕组电感LA连接，V相桥臂的中点与B相绕组电感LB连接，W相桥臂的中点与C相绕组电感LC连接。在第一动力电池110放电过程中，电机控制电路130的每一相桥臂均可以单独工作，各相桥臂之间可以同步工作，各相桥臂之间可以按照预设的相位差进行错相位的交错工作。电机控制电路130、电机M和第一电容C1构成的降压电路的降压原理与降压电路400的降压原理类似，这里不再赘述。
具体地，电机M和电机控制电路130构成第一放电支路，降压电路400构成第二放电支路，第一放电支路和第二放电支路并联设置在第一动力电池120和第二动力电池220之间，第一动力电池120可通过第一放电支路和第二放电支路中的一个向第二动力电池220放电。
在该实施例中，该降压电路400设置于放电车辆100内，电机控制电路130、电机M和第一电容C1构成的降压电路与降压电路400并联设置在两个动力电池之间，实现了降压功能的冗余设计。该降压电路400简单易实现，且通过其设置，可使放电车辆100在电机控制电路130、电机M等存在故障时，仍能实现对充电车辆200的直流降压充电。
进一步地，如图5所示，第一转接部310包括第二电阻R2、第三电阻R3和触发开关S，第二电阻R2的一端与第一转接部310的CC1插针相连，第三电阻R3的一端与第一转接部310的PE插针相连，第三电阻R3的另一端与第二电阻R2的另一端相连，触发开关S与第二电阻R2并联连接。在该示例中，放电插座140包括第四电阻R4，放电车辆100还包括第一电阻R1，第四电阻R4的一端与放电插座140的PE插孔相连，第四电阻R4的另一端与第一电阻R1的一端相连，并形成第一检测点b，第一电阻R1的另一端连接第一上拉电压U1。
其中，在第一转接部310与放电插座140的插合过程中，触发开关S的打开可作为触发条件，进而在开关S打开时，通过互锁或其他控制措施使车辆处于不可行驶状态。
在该实施例中，放电控制装置110还用于检测第一检测点b的电压，并根据第一检测点b的电压判断第一转接部310与放电插座140之间的连接状态，连接状态包括未连接、半连接、全连接等状态。
在本公开的一个实施例中，如图6所示，放电车辆100还包括：第一开关K1、第二开关K2，其中，第一开关K1的一端与中性线N相连，第一开关K1的另一端与放电插座140的DC+插孔相连；第二开关K2的一端与第一动力电池120的第二极相连，第二开关K2的另一端与放电插座140的DC-插孔相连；
在该实施例中，放电控制装置110还用于根据第一转接部310与放电插座140之间的连接状态或者充放电数据，对第一开关K1和第二开关K2进行通断控制。
在本公开的一个实施例中，放电控制装置110还用于：获取放电车辆100的最大可允许放电电流、充电车辆200的最大可允许充电电流、充电连接装置300的最大可允许通过电流中的最小值；以及在最小值小于第一预设值时，通过电机控制电路130对第二动力电池220进行单相充电；在最小值大于或者等于第一预设值且小于第二预设值时，通过电机控制电路130对第二动力电池220进行两相充电；在最小值大于或者等于第二预设值时，通过电机控制电路130对第二动力电池220进行三相充电。
其中，第一预设值、第二预设值可根据需要进行标定。需要说明的是，当第一转接部310中的第二电阻R2和第三电阻R3的阻值不同时，充电连接装置300的最大可允许通过电流不同。
具体地，如图7所示，当放电车辆100的最大可允许放电电流、充电车辆200的最大可允许充电电流、充电连接装置300的最大可允许通过电流中的最小值小于第一预设值时，放电车辆100的放电控制装置110可控制单相U相的上桥IGBT开通关断，实现对充电车辆200单相直流充电。上桥IGBT开通时，放电车辆100通过图中实线回路对电感LA储能和对充电车辆200的第二动力电池220充电；上桥IGBT关断时，电感LA释放能量对充电车辆200的第二动力电池220充电，并通过下桥IGBT中的二极管续流(见图7中的虚线回路)。需要说明的是，V相以及W相的单相充电与U相类似，此处不再赘述。
如图8所示，当放电车辆100的最大可允许放电电流、充电车辆200的最大可允许充电电流、充电连接装置300的最大可允许通过电流中的最小值大于或者等于第一预设值且小于第二预设值时，放电车辆100的放电控制装置110控制U相与V相的上桥IGBT开通关断，实现对充电车辆200的双相直流充电。上桥IGBT开通时，放电车辆100通过图中实线回路对电感LA和电感LB储能，以及对充电车辆200的第二动力电池220充电；上桥IGBT关断时，电感LA和电感LB释放能量，对充电车辆200的第二动力电池220充电，并通过对应的下桥IGBT中二极管续流(见图8中虚线回路)。当然，双相充电还可选择V相、W相双相充电或者U相、W相双相充电，充电回路与U相、V相双相充电类似。
如图9所示，当放电车辆100的最大可允许放电电流、充电车辆200的最大可允许充电电流、充电连接装置300的最大可允许通过电流中的最小值大于第二预设值时，放电车 辆100的放电控制装置110控制U相、V相、W相的上桥IGBT开通关断，实现对充电车辆200三相直流充电。上桥IGBT开通时，放电车辆100通过实线回路对电感LA、LB和LC储能，以及对充电车辆200的第二动力电池220充电；上桥IGBT关断时，电感LA、LB和LC释放能量，对充电车辆200的第二动力电池220充电，并通过对应的下桥IGBT中二极管续流(见图9中虚线回路)。需要说明的是，三相充电中，U相、V相、W相的上桥IGBT开通关断控制方式有两种：一种是三相上桥IGBT同时开通关断，相位差为零；另一种为三相错开开通关断，相位差为120°。
由此，放电控制装置110获取三相控制信号，三相控制信号包括依次相差预设相位的第一控制信号、第二控制信号和第三控制信号；放电控制装置110根据第一控制信号控制的U相桥臂的两个开关管的交替导通，根据第二控制信号控制V相桥臂的两个开关管的交替导通，根据第三控制信号控制W相桥臂的两个开关管的交替导通，以对外部的动力电池进行充电。通过对三相桥臂进行三相交错控制，如此将减少直流侧纹波的同时，可有效提高对外部的动力电池的充电功率。
在该实施例中，相较于单相充电，双相充电和三相充电的充电速度更快；同样，相较于双相充电，三相充电的充电速度更快，即可大幅度缩短充电时间，实现快速直流充电。并且，通过电流的判断，可进一步提高充电的安全性，还可在一定程度上提高充电速度。
本公开还提出了一种辆充电系统。参见图1，该车辆充电系统包括：上述实施例的放电车辆100、充电车辆200和连接在两者之间的充电连接装置300。
参见图1，充电车辆200包括充电控制装置210和第二动力电池220，第二动力电池220的第一极通过充电连接装置300与中性线N相连，第二动力电池220的第二极通过充电连接装置300与第一动力电池120的第二极相连。其中，上述的第一极可为正极、第二极为负极。
该车辆充电系统利用放电车辆自身的电机控制电路以及电机绕组即可实现高压电动汽车对低压电动汽车充电，结构简单易实现，且成本低。
在本公开的一个实施例中，如图5所示，充电车辆200上设置有充电插座240，充电连接装置300包括：第一转接部310、第二转接部320和电缆线束330。其中，第一转接部310与放电插座140适配连接；第二转接部320与放电插座240适配连接；电缆线束330连接在第一转接部310和第二转接部320之间。
具体地，参见图5，电缆线束330包括DC+线、DC-线、PE线、CANH线、CANL线、A+线和A-线，其中，第一转接部310和第二转接部320上均设置有DC+插针、DC-插针、PE插针、CANH插针、CANL插针、A+插针和A-插针，并分别通过DC+线、DC-线、PE线、CANH 线、CANL线、A+线、A-线对应连接，其中，第一转接部310和第二转接部320上均还设置有CC1插针和CC2插针。
相应地，放电插座140和充电插座240上均设置有CC1插孔、CC2插孔、DC+插孔、DC-插孔、PE插孔、CANH插孔、CANL插孔、A+插孔和A-插孔，放电插座140的PE插孔与放电车辆100的车身地GND1相连，充电插座240的PE插孔与充电车辆200的车身地GND2相连，放电插座140的CANH插孔、CANL插孔均与放电控制装置110相连，充电插座240的CANH插孔、CANL插孔均与充电控制装置210相连，以实现放电控制装置110与充电控制装置210之间的充放电数据传输，放电插座140的A+插孔、A-插孔均与放电控制装置110相连，充电插座240的A+插孔、A-插孔均与充电控制装置210相连，以使放电控制装置110向充电控制装置210提供辅助电源。
其中，放电插座140上的DC+插孔、DC-插孔、PE插孔、CANH插孔、CANL插孔、A+插孔、A-插孔、CC1插孔、CC2插孔分别与第一转接部310上的DC+插针、DC-插针、PE插针、CANH插针、CANL插针、A+插针、A-插针、CC1插针、CC2插针对应连接；充电插座240上的DC+插孔、DC-插孔、PE插孔、CANH插孔、CANL插孔、A+插孔、A-插孔、CC1插孔、CC2插孔分别与第二转接部320上的DC+插针、DC-插针、PE插针、CANH插针、CANL插针、A+插针、A-插针、CC1插针、CC2插针对应连接。
如图5所示，第二转接部320包括第五电阻R5，第五电阻R5的一端与第二转接部320的PE插针相连，第五电阻R5的另一端与第二转接部320的CC2插针相连；充电车辆100还包括第六电阻R6，第六电阻R6的一端与充电插座240的CC2插孔相连，并形成第二检测点c，第六电阻R6的另一端连接第二上拉电压U2。
在该实施例中，充电控制装置210还用于检测第二检测点c的电压，并根据第二检测点c的电压判断第二转接部320与充电插座240之间的连接状态，同样，连接状态也包括未连接、半连接、全连接等状态。
由此，通过上述连接状态的判断，可提高充电的可靠性，同时可在一定程度上保证充电的稳定性。
需要说明的是，图5中仅示出了第一转接部310的CC1插针与放电插座140的CC1插孔，第二转接部320的CC2插针与充电插座240的CC2插孔的连接情形。充电插座240还包括对应第四电阻R4的电阻，该电阻与充电插座240的CC1插孔相连；第一转接部310还包括对应第五电阻R5的电阻，该电阻通过第一转接部310的CC2插针与放电插座的CC2插孔连接，对此，图5中均未示出。
在本公开的一个实施例中，如图6所示，充电车辆200还包括：第三开关K3和第四开关K4，其中，第三开关K3的一端与第二动力电池220的第一极相连，第三开关K3的另 一端与充电插座240的DC+插孔相连；第四开关K4的一端与第二动力电池220的第二极相连，第四开关K4的另一端与充电插座240的DC-插孔相连。
在该实施例中，充电控制装置210还用于根据第二连接部320与充电插座240之间的连接状态或者充放电数据，对第三开关K3和第四开关K4进行通断控制。
具体地，当第一转接部310与放电插座140完全连接、第二连接部320与充电插座240完全连接时，放电控制装置110可控制K1和K2闭合，此时放电车辆100可进行自检，自检完成(无异常)后，放电控制装置110可控制K1、K2断开，同时开始周期发送通信握手报文至充电控制装置210。进而充电控制装置210可控制开关K3和K4闭合，使充电回路导通，同时可将第二动力电池220的状态参数发送至放电控制装置110，放电控制装置110检测到第二动力电池220正常后，可控制开关K1和K2闭合，使直流供电回路导通。
在本公开的一个实施例中，放电车辆100和充电车辆200均还可设置有绝缘检测电路IMD，如图9所示，以放电车辆100为例，IMD的第一端与中性线N相连，第二端与第一动力电池120的第二极相连，第三端与第一车身地GND1相连，且IMD还可具备投切功能。
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公开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。
在本公开的描述中，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”、“轴向”、“径向”、“周向”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公开和简化描述，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公开的限制。
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至少一个该特征。在本公开的描述中，“多个”的含义是至少两个，例如两个，三个等，除非另有明确具体的限定。
在本公开中，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，或成一体；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或两个元件的相互作用关系，除非另有明确的限定。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公开中的具体含义。
在本公开中，除非另有明确的规定和限定，第一特征在第二特征“上”或“下”可以是第一和第二特征直接接触，或第一和第二特征通过中间媒介间接接触。而且，第一特征在第二特征“之上”、“上方”和“上面”可是第一特征在第二特征正上方或斜上方，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”可以是第一特征在第二特征正下方或斜下方，或仅仅表示第一特征水平高度小于第二特征。
尽管上面已经示出和描述了本公开的实施例，可以理解的是，上述实施例是示例性的，不能理解为对本公开的限制，本领域的普通技术人员在本公开的范围内可以对上述实施例进行变化、修改、替换和变型。

Claims (17)

  1. 一种放电车辆，包括放电控制装置、第一动力电池、电机和电机控制电路，所述电机包括三相绕组电感和与所述三相绕组电感分别连接的中性线，所述第一动力电池的第一极与所述电机控制电路的第一输入端相连，所述第一动力电池的第二极与所述电机控制电路的第二输入端相连，所述电机控制电路的三个输出端分别与所述三相绕组电感相连；
    其中，所述放电车辆通过外部的充电连接装置与外部的充电车辆建立充电连接时，所述中性线通过所述充电连接装置与所述充电车辆的第二动力电池的第一极相连，所述第一动力电池的第二极通过所述充电连接装置与所述第二动力电池的第二极相连，所述放电控制装置用于对所述电机控制电路进行控制，以实现所述第一动力电池对所述第二动力电池进行直流降压充电。
  2. 如权利要求1所述的放电车辆，其中，所述放电车辆还包括：
    泄放电阻，所述泄放电阻的一端与所述中性线相连，所述泄放电阻的另一端与所述第一动力电池的第二极相连；
    第一电容，所述第一电容与所述泄放电阻并联连接。
  3. 如权利要求1或2所述的放电车辆，其中，所述放电车辆还包括：
    降压电路，所述降压电路的第一输入端与所述第一动力电池的第一极相连，所述降压电路的第二输入端与所述第一动力电池的第二极相连，所述降压电路的第一输出端通过所述充电连接装置与所述第二动力电池的第一极相连，所述降压电路的第二输出端通过所述充电连接装置与所述第二动力电池的第二极相连，所述降压电路用于实现所述第一动力电池对所述第二动力电池进行直流降压充电。
  4. 如权利要求3所述的放电车辆，其中，所述降压电路包括：
    第一开关管，所述第一开关管的第一端与所述第一动力电池的第一极相连；
    第二开关管，所述第二开关管的第一端与所述第一开关管的第二端相连，并形成第一节点，所述第二开关管的第二端与所述第一动力电池的第二极相连；
    第一电感，所述第一电感的一端与所述第一节点相连，所述第一电感的另一端通过所述充电连接装置与所述第二动力电池的第一极相连；
    第二电容，所述第二电容的一端与所述第一电感的另一端相连，所述第二电容的另一端与所述第一动力电池的第二极相连；
    其中，所述放电控制装置还分别与所述第一开关管和所述第二开关管的控制端相连，用于分别对所述第一开关管和所述第二开关管的通断进行控制。
  5. 如权利要求4所述的放电车辆，其中，所述电机和所述电机控制电路构成第一放 电支路，所述降压电路构成第二放电支路，所述第一放电支路和所述第二放电支路并联设置在所述第一动力电池和所述第二动力电池之间，所述第一动力电池通过所述第一放电支路和所述第二放电支路中的一个向所述第二动力电池放电。
  6. 如权利要求1-5中任一项所述的放电车辆，其中，所述放电车辆上设置有放电插座，用于与所述充电连接装置的第一转接部适配连接，所述放电插座上设置有DC+插孔、DC-插孔、PE插孔、CANH插孔、CANL插孔、A+插孔、A-插孔、CC1插孔和CC2插孔，所述放电插座的DC+插孔、DC-插孔分别与所述中性线和所述第一动力电池的第二极相连，所述放电插座的PE插孔与所述放电车辆的车身地相连，所述放电插座的CANH插孔、CANL插孔均与所述放电控制装置相连，所述放电插座的A+插孔、A-插孔均与所述放电控制装置相连；
    其中，所述放电插座与所述第一转接部适配连接时，所述放电插座上的DC+插孔、DC-插孔、PE插孔、CANH插孔、CANL插孔、A+插孔、A-插孔、CC1插孔、CC2插孔分别与所述第一转接部上的DC+插针、DC-插针、PE插针、CANH插针、CANL插针、A+插针、A-插针、CC1插针、CC2插针对应连接。
  7. 根据权利要求6所述的放电车辆，其中，所述第一转接部包括第二电阻、第三电阻和触发开关，所述第二电阻的一端与所述第一转接部的CC1插针相连，所述第三电阻的一端与所述第一转接部的PE插针相连，所述第三电阻的另一端与所述第二电阻的另一端相连，所述触发开关与所述第二电阻并联连接，其中，
    所述放电插座包括第四电阻，所述放电车辆还包括第一电阻，所述第四电阻的一端与所述放电插座的PE插孔相连，所述第四电阻的另一端与所述第一电阻的一端相连，并形成第一检测点，所述第一电阻的另一端接第一上拉电压；
    其中，所述放电控制装置还用于检测所述第一检测点的电压，并根据所述第一检测点的电压判断所述第一转接部与所述放电插座之间的连接状态。
  8. 根据权利要求7所述的放电车辆，其中，所述放电车辆还包括：
    第一开关，所述第一开关的一端与所述中性线相连，所述第一开关的另一端与所述放电插座的DC+插孔相连；
    第二开关，所述第二开关的一端与所述第一动力电池的第二极相连，所述第二开关的另一端与所述放电插座的DC-插孔相连；
    其中，所述放电控制装置还用于根据所述第一转接部与所述放电插座之间的连接状态或者充放电数据，对所述第一开关和所述第二开关进行通断控制。
  9. 如权利要求1-8中任一项所述的放电车辆，其中，所述放电控制装置还用于：所述放电控制装置还用于对所述电机控制电路进行控制以实现对所述第二动力电池进行单相充电或者两相充电或者三相充电。
  10. 如权利要求9所述的放电车辆，其中，所述放电控制装置还用于：
    获取所述放电车辆的最大可允许放电电流、所述充电车辆的最大可允许充电电流、所述充电连接装置的最大可允许通过电流中的最小值；以及
    在所述最小值小于第一预设值时，通过所述电机控制电路对所述第二动力电池进行单相充电；
    在所述最小值大于或者等于所述第一预设值且小于第二预设值时，通过所述电机控制电路对所述第二动力电池进行两相充电；
    在所述最小值大于或者等于所述第二预设值时，通过所述电机控制电路对所述第二动力电池进行三相充电。
  11. 一种车辆充电系统，包括：如权利要求1-10中任一项所述的放电车辆、充电车辆和连接在两者之间的充电连接装置，其中，
    所述充电车辆，包括第二动力电池，所述第二动力电池的第一极通过所述充电连接装置与所述中性线相连，所述第二动力电池的第二极通过所述充电连接装置与所述第一动力电池的第二极相连。
  12. 如权利要求11所述的车辆充电系统，其中，所述充电车辆上设置有充电插座，所述充电连接装置包括：
    第一转接部，所述第一转接部与所述放电车辆的放电插座适配连接；
    第二转接部，所述第二转接部与所述放电插座适配连接；
    电缆线束，所述电缆线束连接在所述第一转接部和所述第二转接部之间。
  13. 如权利要求12所述的车辆充电系统，其中，所述电缆线束包括DC+线、DC-线、PE线、CANH线、CANL线、A+线和A-线，其中，
    所述第一转接部和所述第二转接部上均设置有DC+插针、DC-插针、PE插针、CANH插针、CANL插针、A+插针和A-插针，并分别通过所述DC+线、DC-线、PE线、CANH线、CANL线、A+线、A-线对应连接；
    其中，所述第一转接部和所述第二转接部上还均设置有CC1插针和CC2插针。
  14. 如权利要求13所述的车辆充电系统，其中，所述充电插座上设置有DC+插孔、DC-插孔、PE插孔、CANH插孔、CANL插孔、A+插孔、A-插孔、CC1插孔和CC2插孔，所述充电插座的PE插孔与所述充电车辆的车身地相连，所述充电插座的CANH插孔、CANL插孔均与所述充电控制装置相连，所述充电插座的A+插孔、A-插孔均与所述充电控制装置相连；
    其中，所述充电插座上的DC+插孔、DC-插孔、PE插孔、CANH插孔、CANL插孔、A+插孔、A-插孔、CC1插孔、CC2插孔分别与所述第二转接部上的DC+插针、DC-插针、PE插针、CANH插针、CANL插针、A+插针、A-插针、CC1插针、CC2插针对应连接。
  15. 根据权利要求14所述的车辆充电系统，其中，所述第一转接部包括第二电阻、第三电阻和触发开关，所述第二电阻的一端与所述第一转接部的CC1插针相连，所述第三电阻的一端与所述第一转接部的PE插针相连，所述第三电阻的另一端与所述第二电阻的另一端相连，所述触发开关与所述第二电阻并联连接。
  16. 根据权利要求15所述的车辆充电系统，其中，
    所述第二转接部包括第五电阻，所述第五电阻的一端与所述第二转接部的PE插针相连，所述第五电阻的另一端与所述第二转接部的CC2插针相连；
    所述充电车辆还包括第六电阻，所述第六电阻的一端与所述充电插座的CC2插孔相连，并形成第二检测点，所述第六电阻的另一端连接第二上拉电压；
    其中，所述充电控制装置还用于检测所述第二检测点的电压，并根据所述第二检测点的电压判断所述第二转接部与所述充电插座之间的连接状态。
  17. 根据权利要求16所述的车辆充电系统，其中，所述充电车辆还包括：
    第三开关，所述第三开关的一端与所述第二动力电池的第一极相连，所述第三开关的另一端与所述充电插座的DC+插孔相连；
    第四开关，所述第四开关的一端与所述第二动力电池的第二极相连，所述第四开关的另一端与所述充电插座的DC-插孔相连；
    其中，所述充电控制装置还用于根据所述第二连接部与所述充电插座之间的连接状态或者所述充放电数据，对所述第三开关和所述第四开关进行通断控制。
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