阅读说明：本技术 一种汽车及高压控制装置 (Automobile and high-voltage control device ) 是由 熊永 宋淦 罗贻利 林业福 刘建斌 于 2019-09-24 设计创作，主要内容包括：本申请公开了一种汽车及高压控制装置,应用于汽车领域,用于降低加热器的密封难度、提高零部件的复用率以减小零部件的体积。本申请提供的高压控制装置,包括驱动控制模块、至少两组加热器、高压设备及与该高压设备连接的桥臂变换器,该驱动控制模块连接该桥臂变换器；该高压设备引出有至少两条相线,该桥臂变换器包括的桥臂的个数与该高压设备引出的相线的条数相同,各个该桥臂并联在外部电池的正极与负极之间,该高压设备的相线与各个桥臂的中点一一对应连接,该驱动控制模块与每个该桥臂分别连接,该加热器分别连接该驱动控制模块、外部电源及该桥臂变换器中不同的桥臂的中点。(The application discloses car and high-pressure control device is applied to the car field for reduce the sealed degree of difficulty of heater, improve the reuse rate of spare part and in order to reduce the volume of spare part. The high-voltage control device comprises a drive control module, at least two groups of heaters, high-voltage equipment and a bridge arm converter connected with the high-voltage equipment, wherein the drive control module is connected with the bridge arm converter; the high-voltage equipment is led out with at least two phase lines, the bridge arm converter comprises bridge arms, the number of the bridge arms is the same as that of the phase lines led out by the high-voltage equipment, each bridge arm is connected between the anode and the cathode of an external battery in parallel, the phase lines of the high-voltage equipment are connected with the middle points of the bridge arms in a one-to-one correspondence mode, the driving control module is connected with each bridge arm respectively, and the heater is connected with the driving control module, an external power supply and the middle points of different bridge arms in the bridge arm converter respectively.)

1. A high-voltage control device is characterized by comprising a drive control module, at least two groups of heaters, high-voltage equipment and a bridge arm converter connected with the high-voltage equipment, wherein the drive control module is connected with the bridge arm converter;

the high-voltage equipment is led out with at least two phase lines, the number of the bridge arms included in the bridge arm converter is the same as that of the phase lines led out by the high-voltage equipment, each bridge arm is connected between the anode and the cathode of an external battery in parallel, the phase lines of the high-voltage equipment are connected with the midpoint of each bridge arm in a one-to-one correspondence manner, the driving control module is respectively connected with each bridge arm, and the heater is respectively connected with the driving control module, an external power supply and the midpoint of different bridge arms in the bridge arm converter;

the driving control module is used for controlling the bridge arm converter to enable the external battery, the bridge arm converter and the high-voltage equipment to form a first energy conversion circuit;

the driving control module is used for controlling the bridge arm converter to enable the external battery, the bridge arm converter and the heater to form a second energy conversion circuit.

2. The high voltage control device according to claim 1, wherein each of the bridge arms is connected in parallel to form a first junction end and a second junction end, each group of the heaters is provided with a first heating control switch in a matching manner, the first heating control switch is respectively connected with the driving control module, the second junction end and the negative electrode of the external battery, each group of the heaters comprises at least one heating core, one end of the heating core is connected with the first heating control switch, the other end of the heating core is connected with a midpoint of one of the bridge arms, and each heating core comprises one heating resistor or a plurality of heating resistors connected in parallel with each other;

the driving control module controls whether the corresponding heater is connected into a circuit or not by controlling the on-off state of the first heating control switch.

3. The high-voltage control device according to claim 2, wherein the high-voltage apparatus is a compressor, three phase lines are led out from the compressor, the bridge arm inverter includes three bridge arms, the at least two heaters are respectively connected to midpoints of any two of the three bridge arms, and the three phase lines of the compressor are connected to the midpoints of the three bridge arms in a one-to-one correspondence manner.

4. The high-voltage control device according to claim 2, wherein the high-voltage device is a motor, three phase lines are led out of the motor, the bridge arm converter comprises three bridge arms, the at least two heaters are respectively connected to the midpoints of any two of the three bridge arms, and the three phase lines of the motor are connected with the midpoints of the three bridge arms in a one-to-one correspondence manner.

5. The high voltage control device according to claim 2, wherein the high voltage apparatus is a charger, the bridge arm converter comprises two bridge arms, the at least two heaters are respectively connected to the midpoints of the two bridge arms, and the charger comprises two connection terminals, and the two connection terminals of the charger are respectively connected to the midpoints of the two bridge arms.

6. The high voltage control device according to claim 3 or 4, wherein when the high voltage control device comprises two groups of heaters, each group of heaters comprises two heating resistors, the two heating resistors of the first group of heaters are connected in parallel to form a first heating core, the first heating core is connected with the midpoint of the third bridge arm, the two heating resistors of the second group of heaters respectively form a second heating core and a third heating core, the second heating core is connected with the midpoint of the first bridge arm, and the third heating core is connected with the midpoint of the third bridge arm.

7. The high voltage control device according to claim 3 or 4, wherein when the high voltage control device comprises two groups of heaters, and each group of heaters comprises two heating resistors, the two heating resistors of the first group of heaters are connected in parallel to form a first heating core, the first heating core is connected with the midpoint of the third bridge arm, the two heating resistors of the second group of heaters are connected in parallel to form a fourth heating core, and the fourth heating core is connected with the midpoint of the first bridge arm or the midpoint of the second bridge arm.

8. The high voltage control device according to claim 3 or 4, wherein when the high voltage control device comprises two groups of heaters each comprising three heating resistors and the bridge arm inverter comprises three bridge arms, two of the heating resistors of the first group of heaters are connected in parallel to form a fifth heating core, the third heating resistor of the first group of heaters forms a sixth heating core, the fifth heating core is connected to the midpoint of the third bridge arm, the sixth heating core is connected to the midpoint of the second bridge arm, two of the heating resistors of the second group of heaters are connected in parallel to form a seventh heating core, the third heating resistor of the second group of heaters forms an eighth heating core, the seventh heating core is connected to the midpoint of the first bridge arm, and the eighth heating core is connected to the midpoint of the second bridge arm.

9. The high voltage control device according to claim 3 or 4, wherein when the high voltage control device comprises three groups of heaters, and each group of heaters comprises two heating resistors, the two heating resistors of the first group of heaters are connected in parallel to form a first heating core, the first heating core is connected to the midpoint of the third bridge arm, the two heating resistors of the second group of heaters are connected in parallel to form a fourth heating core, the fourth heating core is connected to the midpoint of the first bridge arm, the two heating resistors of the third group of heaters are connected in parallel to form a ninth heating core, and the ninth heating core is connected to the midpoint of the second bridge arm.

10. The high voltage control device according to claim 2, wherein each of the bridge arms is connected in parallel to form a first junction end and a second junction end, the first heating control switch is a transistor, each group of the heaters is provided with the transistor in a matching manner, a base electrode of the transistor is connected with the driving control module, an emitter electrode of the transistor is connected with the corresponding matched heater, and a collector electrode of each of the transistors is connected in parallel with an external power supply and the second junction end.

11. The high voltage control device according to claim 2, wherein each bridge arm comprises two power switches, each power switch is connected to the driving control module, and the driving control module controls the on-off states of the power switch and the first heating control switch to connect the heater into a circuit.

12. The apparatus of claim 2, wherein when the heater includes a plurality of heater cores and the plurality of heater cores are connected to midpoints of different bridge arms, a second heater control switch is provided between adjacent heater cores.

13. The high-voltage control device according to claim 1, wherein each of the bridge arms comprises an upper power switch and a lower power switch, the upper power switch forms an upper bridge arm of the corresponding bridge arm, the lower power switch forms a lower bridge arm of the corresponding bridge arm, and the upper power switch and the lower power switch are both connected to the driving control module;

and when the drive control module only controls the external battery, the bridge arm converter and the heater to form a second energy conversion circuit, the drive control module controls the lower bridge arms of the bridge arms to be disconnected.

14. A motor vehicle, characterized in that it comprises a high-voltage control device according to any one of claims 1 to 13.

Technical Field

The application relates to the technical field of automobiles, in particular to an automobile and a high-voltage control device.

Background

The air conditioning heating and the refrigeration are respectively controlled through two independent switches in the traditional technology, the refrigeration and the heating are completed by utilizing the same air blower to realize different working conditions, the control module of the heater and the air conditioning compressor is independently arranged in the traditional technology, so that the driving module for controlling each switch is placed together with the working module of the automobile high-voltage part, the sealing difficulty of the heater is increased, in addition, the driving module contains more semiconductor switch devices, the switch devices are more easily damaged compared with the working module, the driving module is placed together with the working module of the automobile high-voltage part, on one hand, the switch devices are difficult to maintain and repair when being aged or damaged, on the other hand, the size of the part is larger, and the reuse rate of the control module part is not high.

Disclosure of Invention

The embodiment of the application provides an automobile and a high-voltage control device, and aims to solve the technical problems that parts are high in sealing difficulty, difficult to maintain and low in control module reuse rate.

According to one aspect of the application, a high-voltage control device comprises a driving control module, at least two groups of heaters, high-voltage equipment and a bridge arm converter connected with the high-voltage equipment, wherein the driving control module is connected with the bridge arm converter;

the high-voltage equipment is led out with at least two phase lines, the number of the bridge arms included in the bridge arm converter is the same as that of the phase lines led out by the high-voltage equipment, each bridge arm is connected between the anode and the cathode of an external battery in parallel, the phase lines of the high-voltage equipment are connected with the midpoint of each bridge arm in a one-to-one correspondence manner, the driving control module is respectively connected with each bridge arm, and the heater is respectively connected with the driving control module, an external power supply and the midpoint of different bridge arms in the bridge arm converter;

the driving control module is used for controlling the bridge arm converter to enable the external battery, the bridge arm converter and the high-voltage equipment to form a first energy conversion circuit;

the driving control module is used for controlling the bridge arm converter to enable the external battery, the bridge arm converter and the heater to form a second energy conversion circuit.

According to another aspect of the present application, there is provided an automobile including the high-voltage control apparatus described above.

The application provides an automobile and high-voltage control device controls first energy conversion circuit and second energy conversion circuit simultaneously through using same drive control module, make this drive control module peel off out relatively the heater on the one hand, reduce the sealed degree of difficulty to the heater, make easily maintain when devices such as drive control module and each switch by its control go wrong simultaneously, same drive control module of first energy conversion circuit and second energy conversion circuit sharing and bridge arm converter can also improve the reuse rate of spare part, reduce high-voltage control device's volume.

Drawings

In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings needed to be used in the description of the embodiments of the present application will be briefly introduced below, and it is obvious that the drawings in the following description are only some embodiments of the present application, and it is obvious for those skilled in the art that other drawings can be obtained according to these drawings without inventive exercise.

Fig. 1 is a block diagram of a circuit structure of a high voltage control device according to an embodiment of the present disclosure;

FIG. 2 is a schematic circuit diagram of a high voltage control device according to an embodiment of the present disclosure;

FIG. 3 is a schematic circuit diagram of a high voltage control device according to an embodiment of the present disclosure;

FIG. 4 is a schematic circuit diagram of a high voltage control device according to an embodiment of the present disclosure;

FIG. 5 is a schematic circuit diagram of a high voltage control device according to an embodiment of the present disclosure;

FIG. 6 is a schematic circuit diagram of a high voltage control device according to an embodiment of the present disclosure;

FIG. 7 is a schematic diagram of the environmental connections of the high voltage control device in an embodiment of the present application;

FIG. 8 is a schematic flow chart illustrating the control logic of the high pressure control device according to an embodiment of the present application;

FIG. 9 is a schematic flow chart illustrating the control logic of an embodiment of the present application when the high voltage control device is an electric motor;

FIG. 10 is a schematic flow chart illustrating a control logic of the high voltage control device in the embodiment of the present application when the high voltage control device is a charger;

fig. 11 is a schematic diagram illustrating the periodic on-off control of the power switch in the charger OBC according to an embodiment of the present application;

fig. 12 is a schematic structural diagram of an automobile according to an embodiment of the present application.

Detailed Description

In order to make the objects, technical solutions and advantages of the present application more apparent, the present application is described in further detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the present application and are not intended to limit the present application.

Implementations of the present application are described in detail below with reference to the following detailed drawings:

fig. 1 is a block diagram of a circuit configuration of a high voltage control apparatus according to an embodiment of the present application, and the high voltage control apparatus according to an embodiment of the present application is described in detail below with reference to fig. 1, as shown in fig. 1, the high voltage control apparatus includes a driving control module 10, at least two sets of heaters, a high voltage device 40, and an arm converter 20 connected to the high voltage device 40, the driving control module 10 is connected to the arm converter 20;

at least two phase lines are led out of the high-voltage equipment 40, the number of the phase lines included in the bridge arm converter 20 is the same as that of the phase lines led out of the high-voltage equipment 40, each bridge arm is connected between the positive electrode and the negative electrode of the external battery 50 in parallel, the phase lines of the high-voltage equipment 40 are correspondingly connected with the middle points of the bridge arms one by one, the driving control module 10 is respectively connected with each bridge arm, and the heater is respectively connected with the driving control module 10, an external power supply and the middle points of different bridge arms in the bridge arm converter 20;

the driving control module 10 is configured to control the bridge arm converter 20 so that the external battery 50, the bridge arm converter 20 and the high-voltage device 40 form a first energy conversion circuit;

the driving control module 10 is configured to control the bridge arm inverter 20 so that the external battery 50, the bridge arm inverter 20, and the heater form a second energy conversion circuit. The high voltage device 40 includes, but is not limited to, a compressor, a motor, and a charger (i.e., an On board charger OBC).

In one embodiment, when the high voltage device 40 is a compressor, the first energy conversion circuit is used to achieve cooling and the second energy conversion circuit is used to achieve heating. In particular the second energy conversion circuit may be used for heating the external battery 50 as well as for heating the passenger compartment. When the second energy conversion circuit is used to heat the external battery 50, the water in the water pump can be controlled by the four-way valve to flow around the external battery 50 and the heater, so as to transfer heat to the external battery 50 to heat the external battery 50.

Further, the following five operating conditions can be formed by the first energy conversion circuit and the second energy conversion circuit:

(1) refrigerating only by an air conditioner compressor;

(2) heating the external battery only by the heater;

(3) simultaneously heating the passenger compartment and the external battery by the heater;

(4) heating the passenger compartment only by the heater;

(5) and the air conditioner performs refrigeration through an air conditioner compressor and performs heating through a heater.

In the embodiment, the same driving control module 10 is used to control the first energy conversion circuit and the second energy conversion circuit simultaneously, on one hand, the driving control module 10 can be peeled off relative to the heater, so that the sealing difficulty of the heater is reduced, and on the other hand, when the driving control module 10 and each switch controlled by the driving control module 10 have problems, the driving control module is easy to maintain, the first energy conversion circuit and the second energy conversion circuit share the same driving control module 10 and the same bridge arm converter 20, so that the reuse rate of parts can be improved, and the size of the high-voltage control device can be reduced.

In one embodiment, the bridge arms are connected in parallel to form a first junction end and a second junction end, each group of heaters is provided with a first heating control switch, the first heating control switch is respectively connected with the driving control module 10, the second junction end and the negative electrode of the external battery 50, each group of heaters comprises at least one heating core, one end of the heating core is connected with the first heating control switch, the other end of the heating core is connected with the midpoint of a bridge arm, and each heating core comprises a heating resistor or a plurality of heating resistors connected in parallel with each other;

the driving control module controls whether the corresponding heater is connected into a circuit or not by controlling the on-off state of the first heating control switch.

Optionally, different heating cores are connected to the middle points of different bridge arms, so that current is shunted in each bridge arm during heating, and the phenomenon that the load of one bridge arm is too large is avoided, so that the service lives of the bridge arms of the bridge arm converter 20 are balanced, and the service life of the bridge arm converter 20 is prolonged.

In this embodiment, the driving control module 10 controls whether the corresponding heater is connected to the circuit by controlling the on-off state of the first heating control switch, so as to control the heating gear of the heater, for example, when the heating power needs to be used for a relatively large amount, the number of the first heating control switches that are connected to the heater can be increased to increase the heating gear, so that more heaters can be connected to the circuit, and when the heating power needs to be reduced, the number of the first heating control switches that are connected to the heater can be decreased to decrease the number of the heaters that are connected to the circuit.

Further, the driving control module 10 may also adjust the time for supplying the current to the corresponding heater by controlling the time length for supplying the current to the power switch in the corresponding bridge arm converter 20 according to a PWM (Pulse width modulation) characteristic of the bridge arm converter 20, so as to adjust the power of the heater.

When the high-voltage device 40 is a compressor, three phase lines are led out from the compressor, the bridge arm inverter 20 includes three bridge arms, the at least two heaters are respectively connected to the midpoints of any two of the three bridge arms, and the three phase lines of the compressor are connected to the midpoints of the three bridge arms in a one-to-one correspondence manner.

Alternatively, when the high-voltage device 40 is a motor, the motor has three phase lines, the bridge converter 20 includes three bridge arms, the at least two heaters are respectively connected to the midpoints of any two of the three bridge arms, and the three phase lines of the motor are connected to the midpoints of the three bridge arms in a one-to-one correspondence.

Alternatively, when the high voltage device 40 is a charger, the bridge arm converter 20 includes two bridge arms, the at least two heaters are respectively connected to the midpoints of the two bridge arms, and the charger includes two connection terminals, and the two connection terminals of the charger are respectively connected to the midpoints of the two bridge arms.

Fig. 6 is a schematic circuit structure diagram of a high-voltage control device in an embodiment of the present invention, when a high-voltage device 40 is a charger, the circuit structure of the high-voltage control device is as shown in fig. 6, the charger includes a PFC (Power Factor Correction) controller, a first arm, a second arm, a transformer, a first capacitor C1, a second capacitor C2, a first inductor L1, and a second inductor L2, the first arm and the second arm are connected to the driving control module 10, the first arm and the second arm are connected in parallel to form a third sink end and a fourth sink end, the PFC controller is connected to an external AC Power source (AC220V), the first sink end and the second sink end, the transformer is provided with four connection terminals, the capacitors C1 are connected to a midpoint of the first arm and a first connection terminal of the transformer, the inductors L2 are connected to a midpoint of the second arm and a second connection terminal of the transformer, one end of the inductor L1 is connected with the third connecting terminal of the transformer, the other end of the inductor L1 forms one connecting terminal of the charger, one end of the capacitor C2 is connected with the fourth connecting terminal of the transformer, and the other end of the capacitor C2 forms the other connecting terminal of the charger.

Each bridge arm comprises two transistors, each transistor is connected with the drive control module 10, as shown in fig. 6, since the number of connecting lines is large, in order to avoid disorder, the connection relationship between the transistors in each bridge arm and the drive control module 10 is represented by a dot "·", and the base of each transistor in each bridge arm is connected with the drive control module.

As shown in fig. 2 to 5, the first heating control switch includes a switch 7, a switch 8 and a switch 9, the switch 9 is used for controlling whether the first group of heaters 31 is connected into the circuit, the switch 7 is used for controlling whether the second group of heaters 32 is connected into the circuit, and the switch 8 is used for controlling whether the third group of heaters 33 is connected into the circuit.

Alternatively, the first heating control switch may be a relay or a transistor.

In one embodiment, the bridge arms are connected in parallel to form a first junction end and a second junction end, the first heating control switch is a transistor, each group of heaters is provided with the transistor in a matching manner, the base of the transistor is connected with the driving control module 10, the emitter of the transistor is connected with the corresponding matched heater, and the collector of each transistor is connected in parallel with an external power supply and the second junction end.

This embodiment provides a feasible scheme of turning on the heater and driving control module 10, the bridge arm inverter 20 and the external battery through a Transistor (IGBT), and the driving control module 10 can control the voltage of the base of the Transistor to control whether the Transistor is turned on or not.

In one embodiment, each bridge arm includes two power switches, each power switch is connected to the driving control module 10, and the driving control module 10 controls on/off states of the power switch and the first heating control switch to connect the heater to a circuit.

As shown in fig. 2 to 5, the bridge arm converter 20 includes three bridge arms, which are a first bridge arm, a second bridge arm and a third bridge arm, where the first bridge arm includes a power switch 1 and a power switch 2, the second bridge arm includes a power switch 3 and a power switch 4, and the third bridge arm includes a power switch 5 and a power switch 6, where the power switch 1, the power switch 3 and the power switch 5 are upper bridge arms of corresponding bridge arms, and the power switch 2, the power switch 4 and the power switch 6 are lower bridge arms of corresponding bridge arms.

In one embodiment, the power switch represents an IGBT.

Fig. 7 is a schematic diagram of an environmental connection relationship of a high voltage control device in an embodiment of the present application, as shown in fig. 7, the driving control module 10 includes a Central Processing Unit (CPU) and a driving circuit, the driving control module 10 is disposed on an air conditioner controller electronic control board or a Positive Temperature Coefficient (PTC) heater electronic control board, where the heater electronic control board is an aluminum case, and the controller is separated into a high voltage side and a low voltage side after being isolated. The low-voltage side 12V power supply can be boosted and reduced to 15V and 5V after DC/DC conversion. When an acquisition ECU (Electronic Control Unit) or a temperature acquisition Unit receives a relevant input signal, the input signal enters the digital converter after passing through the CAN communication receiver, the CAN signal is converted into a digital signal and is input into the CPU, and the CPU controls an IGBT module at a low-voltage side to realize the on-off of the high-voltage side of the IGBT.

Fig. 2 is a schematic circuit structure diagram of a high voltage control device in an embodiment of the present application, and in one embodiment, when the high voltage control device includes two sets of heaters, and each set of heaters includes two heating resistors, as shown in fig. 2, the two heating resistors of the first set of heaters 31 are connected in parallel to form a first heating core, the first heating core is connected to a midpoint of the third bridge arm, the two heating resistors of the second set of heaters 32 form a second heating core and a third heating core, respectively, the second heating core is connected to the midpoint of the first bridge arm, and the third heating core is connected to the midpoint of the third bridge arm.

Furthermore, each group of heaters is provided with a Hall sensor in a matched manner, and the Hall sensors are used for detecting the voltage and the current flowing through the corresponding heaters. Further, a hall sensor is provided on any one of the phase lines from the compressor 40 to detect the voltage and current flowing through the compressor 40.

As shown in fig. 2 to 5, a first hall sensor 61 is provided corresponding to the first group heater 31, a second hall sensor 63 is provided corresponding to the second group heater 32, a third hall sensor 64 is provided corresponding to the third group heater 33, and a fourth hall sensor 62 is provided on one of the phase lines led out from the compressor 40.

As shown in fig. 2, the heating core of the second group of heaters 32 completes the switching of the heater gears by controlling the number and sequence of the switches 1 and 2, the first group of heaters 31 adjusts the power of the heaters by using the PWM characteristic of the IGBT in the switch 5 to realize the heating effect, the system loop detects the temperature value of the IGBT, when the first heating control switch 8 controlling the first group of heaters 31 is the IGBT, when the temperature of the switch 5 is higher, the switch 5 is controlled to be normally open, the IGBT control mode of the switch 8 in the normally open state is changed to the PWM control, the switch 5 and the switch 8 are alternately used, and the service life of the IGBT is prolonged.

Fig. 4 is a schematic circuit configuration diagram of a high voltage control device in an embodiment of the present application, and in one embodiment, when the high voltage control device includes two sets of heaters, and each set of heaters includes two heating resistors, as shown in fig. 4, the two heating resistors of the first set of heaters 31 are connected in parallel to form a first heating core, the first heating core is connected to a midpoint of the third bridge arm, the two heating resistors of the second set of heaters 32 are connected in parallel to form a fourth heating core, and the fourth heating core is connected to a midpoint of the first bridge arm or a midpoint of the second bridge arm.

As shown in fig. 4, the second group heater 32 and the third group heater 33 control the heating power by using the PWM characteristics of IGBTs, and the power switch 1, the power switch 2, the power switch 3, the power switch 4, the power switch 5, and the power switch 6 are all IGBTs, and the switch 7 and the switch 8 may be IGBTs or relays. The same system loop detects the temperature value of the IGBT, when the switch 7 and the switch 8 are the IGBTs, the power switch 1 and the power switch 7 can be alternately used, and the power switch 3 and the power switch 8 can also be alternately used, so that the temperature of the IGBT is controlled within a reasonable range, and the service life of the IGBT is prolonged.

Fig. 3 is a schematic circuit diagram of a high voltage control device according to an embodiment of the present application, in which in one embodiment, when the high voltage control device comprises two groups of heaters each comprising three heating resistances and the bridge arm inverter 20 comprises three bridge arms, as shown in fig. 3, two of the heating resistors in the first group of heaters 31 are connected in parallel to form a fifth heating core, a third heating resistor in the first group of heaters forms a sixth heating core body, the fifth heating core body is connected with the middle point of the third bridge arm, the sixth heating core is connected to the middle point of the second bridge arm, two heating resistors of the second group of heaters 32 are connected in parallel to form a seventh heating core, the third heating resistor in the second group of heaters forms an eighth heating core, the seventh heating core is connected with the middle point of the first bridge arm, and the eighth heating core is connected with the middle point of the second bridge arm.

Fig. 5 is a schematic circuit configuration diagram of a high voltage control device in an embodiment of the present application, and in one embodiment, when the high voltage control device includes three groups of heaters, and each group of heaters includes two heating resistors, as shown in fig. 5, the two heating resistors of the first group of heaters 31 are connected in parallel to form a first heating core, the first heating core is connected to the midpoint of the third bridge arm, the two heating resistors of the second group of heaters 32 are connected in parallel to form a fourth heating core, the fourth heating core is connected to the midpoint of the first bridge arm, and the two heating resistors of the third group of heaters 33 are connected in parallel to form a ninth heating core, and the ninth heating core is connected to the midpoint of the second bridge arm.

In one embodiment, the heating resistors connected to three of the bridge arms are the same.

The heating resistors connected to the three bridge arms are the same, so that power distribution of the three bridge arms is balanced, the service life of the bridge arm switches is prolonged, and the bridge arms can realize a heating function regardless of which bridge arm is shared by the bridge arms and the high-voltage equipment.

As shown in fig. 5, the three groups of heaters in the figure are controlled by the PWM method of IGBT, where power switch 1, power switch 2, power switch 3, power switch 4, power switch 5, and power switch 6 are all IGBT, and switch 7, switch 8, and switch 9 may be IGBT or relay. The same system loop detects the temperature value of the IGBT, when the switch 7, the switch 8 and the switch 9 are the IGBTs, the power switch 1 and the power switch 7 can be used alternately, the power switch 3 and the power switch 8 can be used alternately, and the power switch 5 and the power switch 9 can be used alternately, so that the temperature of the IGBT is controlled within a reasonable range, and the service life of the IGBT is prolonged.

In one embodiment, when the heater comprises a plurality of heating cores and the plurality of heating cores are connected with the middle points of different bridge arms, a second heating control switch is arranged between the adjacent heating cores.

Further, the second heating control switch is, for example, a switch K10 in fig. 2, a switch K11 in fig. 3, and a switch K12. Optionally, the second heating control switch is a relay.

Fig. 2 to 5 show the selectable connection modes of two groups of heaters and the selectable connection modes of three groups of heaters, so that the high-voltage control device can be connected to different numbers of heating resistors according to different power requirements, different heating resistors can be independently connected to a circuit as heating cores, and a plurality of heating resistors can be connected in parallel to form a heating core connected to a circuit, so that the high-voltage control device can realize adjustment of more heating gears and heating power.

According to a usage scenario of the present embodiment, for example, when both the passenger compartment and the battery of the vehicle need to be heated, the control logic of each power switch and relay is as shown in the following table (1):

watch (1)

In one embodiment, each of the bridge arms includes an upper power switch and a lower power switch, the upper power switch forms an upper bridge arm of the corresponding bridge arm, the lower power switch forms a lower bridge arm of the corresponding bridge arm, and the upper power switch and the lower power switch are both connected to the driving control module 10;

when the driving control module 10 controls only the external battery 50, the bridge arm inverter 20 and the heater to form a second energy conversion circuit, the driving control module 10 controls the lower bridge arms of the respective bridge arms to be turned off.

When the external battery 50, the bridge arm inverter 20 and the heater are controlled by the driving control module 10 to form a second energy conversion circuit only for heating, as shown in fig. 2 to 5, the power switch 2, the power switch 4 and the power switch 5 in the lower bridge arm are all turned off to prevent the high-voltage short circuit of the compressor.

In one embodiment, the distance between the heater and the external battery 50 is within a predetermined range. The preset range is specifically limited to how many can be set according to the size of the model of the automobile and the integration position of the parts. The distance between the heater and the external battery is set within the preset range, so that the distance between the heater and the external battery is shorter, the length of a pipeline can be reduced, and the flow resistance and the heat loss of the pipeline are reduced.

In one embodiment, the heater is integrated in a different location than the drive control module 10.

In the embodiment, the heater and the drive control module 10 are integrated at different positions, so that the heater is more favorably packaged, the packaging difficulty of the heater is reduced, and the drive control module 10 and the switch and other parts controlled by the drive control module are convenient to repair and maintain independently after being damaged.

The above five operating conditions will be described in detail with reference to specific usage scenarios.

Working condition (1): when the air conditioner panel receives a refrigeration instruction, the air conditioner controller is controlled through CAN communication, meanwhile, the air conditioner controller receives high-voltage interlocking detection of the whole vehicle, high-voltage electrification permission is realized, after attraction information of a main contactor and a negative contactor of an external battery is received, high-voltage electricity is transmitted to the air conditioner controller from the charging and distributing assembly, the air conditioner controller controls the first heating control switch and the second heating control switch to be disconnected through a low-voltage side loop, namely the control switch 7, the switch 8, the switch 9, the switch K10, the switch K11 and the switch K12 are in a turn-off state, the IGBT in the bridge arm converter 20 outputs three-phase electricity to the compressor according to control turn-off time and turn-on sequence strategies, the Hall sensor collects current and voltage values of the high-voltage loop in real time, the refrigeration working condition of the compressor is realized, and the IGBT of the bridge.

Working condition (2): when the temperature sensor collects that the temperature of a power battery of the whole vehicle is low and reaches a target value for starting the battery heater, the same whole vehicle monitors high-voltage interlocking and high-voltage electrifying permission in real time, after the high-voltage loop self-checking is completed, the CPU controls the IGBT driving circuit to realize the adjustment of the gear of the heater according to the opening of the IGBT or controls the PTC heater to realize the adjustment of heating power through PWM, and in order to prevent the high-voltage short circuit of the compressor, the power switch 2, the power switch 4 and the power switch 6 are in a turn-off state in. When the whole vehicle is charged at low power, the electric quantity of an external battery is consumed by the heater due to the excessive heating power, so that the electric quantity value of the battery is reduced, and the endurance mileage is reduced. And when the battery temperature reaches the design target value, all the IGBTs are closed, and the heating process is exited.

Working condition (3): the working principle of the working condition 3 is similar to that of the working condition 2, and the description is not repeated. When the passenger compartment and the battery have heating requirements at the same time, the two heaters respectively and independently work according to different heater control modes, the gear control of the two heaters is executed according to the scheme, and the heating is stopped when the passenger compartment and the battery reach target values.

Working condition (4): the working principle of the working condition 4 is similar to that of the working condition 2, and the description is not repeated. When the passenger cabin has a heating requirement, the IGBT driving loop enables the heater to work, the heater of the air conditioner is started, and the power of the heater is adjusted according to the heating requirement to realize the heating working condition of the passenger cabin. And when the temperature of the passenger compartment reaches the set target value, all the IGBTs are closed, and the heating process is exited.

Working condition (5): working condition 5 when the whole vehicle is in a low-temperature humid environment, when the whole vehicle needs defrosting and demisting and simultaneously has the requirement of starting a battery for heating or heating a passenger compartment, a logic control loop can set a defrosting function according to a humidity sensor in the vehicle or manually, the control loop can intelligently control the starting time and power of an air conditioner compressor and a PTC heater to realize the functions of defrosting and heating, and when the PTC heater is started intermittently in a large time space of the passenger compartment of the whole vehicle, a member can possibly feel temperature fluctuation, so that a cold accumulation device can be added on the air conditioner loop to meet the defrosting requirement, and the condition considers that the heater and the compressor are not started simultaneously.

As shown in fig. 8, a working flow of a compressor and heater two-in-one control scheme is provided, which mainly includes a heating working condition and a cooling working condition.

When the compressor is started to perform the refrigeration working condition: the passenger cabin or the battery sends an air conditioner refrigeration request to start a refrigeration process, the whole vehicle judges a high-pressure allowable state, the whole vehicle CAN communication transmits refrigeration information to an air conditioner controller through gateway conversion, after an electronic control unit ECU (electronic control unit) unit of the air conditioner controller receives related signals, a loop of the air conditioner controller carries out self-checking to detect information fault states such as voltage, current, power, IGBT (insulated gate bipolar translator) temperature, IGBT fault states, driving assembly states, VCU communication states of the whole vehicle controller of the new energy vehicle and the like, if no fault occurs, the refrigeration process is responded, a CPU controls the on-off of a bridge arm converter 20, a first heating control switch and a second heating control switch to cut off a heater loop and enable a U/V/W three-phase power of a compressor to be obtained, a cooling system controls the gear and the rotating speed of the compressor according to the set gear of the air, and finishing the refrigeration working condition, and after the process is finished, continuously monitoring the start and stop signals of the refrigeration loop by electric control.

When a heating working condition of the heater is started: the passenger cabin or the battery sends out a heating request, the air conditioner controller performs the same processing on the input signal, detects a loop signal, judges an electric control logic loop and cuts off a high-pressure loop of the compressor. When the whole vehicle is in a non-charging state, the heating loop controls the number of the IGBTs of the heater or the duty ratio of the IGBTs according to the temperature of the passenger compartment and the battery to realize the regulation of the heating function and the heating power; when whole car got into the charging flow state, BMS was according to the appropriate adjustment heating power of the ability of filling electric pile, prevented among the charging process, the electric quantity of heater consumption battery, caused the phenomenon that battery electric quantity value appears declining. And when the temperature of the battery or the passenger compartment reaches a set target value, closing a control loop of the heater and ending the heating process, and after the process is ended, continuously monitoring a signal for starting and stopping the heating loop by electric control.

Fig. 9 is a schematic flowchart of a control logic when the high-voltage control device is a motor according to an embodiment of the present application, and as shown in fig. 9, when the high-voltage control device is a motor, the ECU continuously monitors a state of the vehicle, and when the motor or the heater needs to be turned on, the entire vehicle receives a command for allowing high voltage and performs loop detection. When the motor is started, the IGBT can operate according to the depth combination of the accelerator, meanwhile, the ECU unit of the electronic control unit can receive a battery temperature value sent by a battery Management system BMS (Battery Management System), when the battery needs to be heated, a first heating control switch (switch 7) of the heater is closed, the battery heating function is realized after the upper bridge and the lower bridge of the motor are combined to be powered on, when the whole vehicle is in a static state, the power switch 1, the power switch 3 and the power switch 5 respectively operate with a second heating control switch in a combination mode to realize battery heating, and after the battery temperature reaches a target value, all power switches and the first heating control switch in the bridge arm converter are closed. And after the driving and heating process is finished, the control loop carries out continuous circulation detection, and the driving and heating process can be started when the conditions are met.

The following 3 working conditions mainly exist in the working process of the motor and the heater: the vehicle runs under the working condition 1 without heating; working condition 2: heating in a static state; working condition 3: heating while driving.

Working condition 1: the electronic control unit ECU can continuously monitor and collect the gear and the speed of the whole vehicle, when a user shifts the gear to the gear for starting the vehicle, the electronic control unit ECU judges the intention of the user, the first heating control switch is disconnected at the moment, the power switch in the bridge arm converter is switched on and off according to the driving strategy, so that the motor can normally run, and the driving condition can be completed.

Working condition 2: when the whole vehicle is in a static state and the gear is switched to a P gear area, the heater can be heated in three modes. In the mode 1, when the whole vehicle is in a low-temperature environment and in a charging state, and when the battery manager detects that the temperature of the power battery is lower than a set threshold value and the power battery needs to be heated, the first heating control switch and the second heating control switch are closed according to heating required power, and the power switches in the bridge arm converter are adjusted to be opened and closed according to the load quantity and heating gears of the heater. When the scheme in fig. 2 to 5 is adopted, the heater can execute two control modes of gear or PWM duty ratio adjustment, the scheme can adjust the heating power well according to the allowable heating power of the battery, so that the SOC (State of charge, battery level) during the ac charging of the whole vehicle does not drop, the above heater control modes all judge the heating State according to the battery temperature, the gear, the speed and the charging State of the whole vehicle, and the heater is turned off and the first heating control switch is turned off as long as one State changes. In the mode 2, when the entire vehicle is in a static state and is in a power-on state, and the battery manager detects that the battery temperature is lower than a set threshold, a user can customize or adopt default conditions for starting the heater, such as setting information of the SOC, the battery temperature and the like, the heater can heat the battery, and the heating is stopped when the vehicle switches to a non-P gear range. In a mode 3, when the whole vehicle is in an OFF gear low-temperature environment, and the battery manager detects that the battery temperature is lower than a set threshold, a client can remotely preheat the power battery of the whole vehicle according to a specified client, and when the power gear on the whole vehicle is switched to a non-P gear range, the user turns OFF the battery heating or the power battery reaches the set temperature threshold, the battery heating is stopped as long as one state is changed.

Working condition 3: when the whole vehicle is in a running state (a non-P gear, the vehicle speed is not 0), when the battery manager detects that the temperature of the battery is lower than a set threshold value, the BMS sends a battery thermal management request to the drive control module, the drive control module starts to respond to the request of battery heating to start the PTC heater after carrying out circuit logic detection, and the running heating working condition needs a user to define whether the PTC heater is started or not. The circuit scheme shown in figure 3 can be adopted to realize travelling crane heating. In the driving process, one bridge arm of the bridge arm converter is in a conducting state, the switching of the heater can be realized by controlling the on-off of the first heating control switch and the second heating control switch, and the heating power can be adjusted by utilizing a mode of closing and combining the first heating control switch and the second heating control switch. When the power is too high or the heating reaches the target temperature value, the first heating control switch is in an open circuit state, and the battery heating is stopped.

As shown in fig. 9, the control flow for operating condition 1, operating condition 2 and operating condition 3 is as follows:

step 1, when a whole vehicle is powered on, a whole vehicle controller receives gear information, a vehicle speed signal and a power battery temperature signal sent by a battery manager;

step 2, judging whether the battery needs to be heated;

step 3, if yes, judging whether the current gear is in a P gear and the vehicle speed is zero;

step 4, if yes, judging whether the temperature of the power battery is lower than a set threshold, starting heating until the temperature of the battery meets a target value when the temperature of the power battery is lower than the set threshold, and otherwise, closing the process;

step 5, if the gear is not P gear, judging whether the driving heating is supported or not through self-learning, and if not, closing the flow;

step 6, if the travelling crane heating is supported, judging whether the travelling crane heating needs to be started according to a strategy;

step 7, if not, closing the flow;

and 8, if so, the vehicle control unit sends a battery heating instruction to the battery manager and the motor controller to the drive control module, at the moment, the heater can normally enter a heating process, and the battery heating process is exited after heating is completed.

In another embodiment, when the high-voltage device is a charger, the circuit connection of the high-voltage control device is schematically shown in fig. 6, the driving control module is arranged on an electric control board of the charger OBC or an electric control board of the PTC heater (the heater is an aluminum shell), and the control system is separated into a high-voltage side and a low-voltage side after being isolated. The low-voltage side 12V power supply CAN be boosted and reduced to 15V and 5V after being subjected to DC/DC, the 5V voltage is supplied to a CAN communication, a digital converter and the like, and the 15V voltage is supplied to a CPU, a power supply MCU, an arm converter and the like. The high-voltage circuit is connected with the connecting terminals of the charger OBC and the PTC heater respectively after the positive and negative leads of the battery pack pass through the bridge arm converter. When the electronic control unit ECU or the temperature acquisition unit receives a related input signal, the related input signal enters the digital converter after passing through the CAN communication receiver, the CAN signal CAN be converted into a digital signal to be input into the CPU, the CPU controls the low-voltage module to realize the power on/off of the high-voltage side of the bridge arm converter, and the OBC and the PTC heater of the charger CAN work respectively. And the OBC of the charger and the bridge arm converter of the heater are multiplexed, and the period and the number of the power switches in the bridge arm converter are controlled according to the working condition requirement.

The PFC module is used as a front-end pre-regulation circuit, and mainly has the functions of correcting a power factor and rectifying pre-regulated voltage and outputting relatively stable direct-current voltage. The back-end LLC (Logical Link Control) resonant bidirectional DC/DC converter mainly functions to accurately stabilize voltage and output accurate direct-current voltage according to load requirements. The LLC is a Pulse Frequency Modulation (PFM) control mode, and adjusts the impedance of a resonant cavity (composed of a resonant inductor, a resonant capacitor, and a transformer excitation inductor) by controlling the operating frequency of a switching device at an opposite angle, and adjusts the voltage division ratio of the load and the resonant cavity, thereby adjusting the output voltage. During forward charging, the primary side switching device converts the direct-current input voltage into rectangular square waves with the same frequency, and the secondary side switching device performs synchronous rectification; and when the reverse discharge is carried out, the functions of the original secondary side device are exchanged. As shown in fig. 11, when the entire vehicle is in a charging state, the PFM control mode is 50% constant duty cycle frequency conversion modulation, and in a period T, as shown in fig. 6, the power switch a and the power switch D, the power switch B and the power switch C are respectively turned on for a half period, as shown in fig. 11, the power switch a and the power switch D are respectively turned on in a positive half period, the power switch B and the power switch C are turned on in a negative half period, and the secondary side synchronous rectification power switch No. 1 and the power switch 4, the power switch 3 and the power switch 2 of the transformer are also respectively turned on for a half period, so that the maximum effective voltage dropped on the PTC heater is 1/2U of the output voltage. When the PTC heater is selected, the resistance value is properly reduced, so that the heating power can be met. When the vehicle is heated, the power is adjusted by adjusting the duty ratio of the power switch 1.

Fig. 10 is a schematic flowchart of a control logic of the high-voltage control device in the embodiment of the present application when the high-voltage control device is a charger, as shown in fig. 10, when the high-voltage control device is a charger, the ECU continuously monitors a state of the vehicle, and when the power battery is lower than a preset threshold, whether the vehicle is in a charging state and whether a driving heating function is provided is determined. The specific process is as follows:

step 1, an electronic control unit ECU receives a heating command of a battery management system BMS and identifies the driving state and the charging state of a whole vehicle;

step 2, judging whether the battery needs to be heated, if so, skipping to step 4, otherwise, executing step 3;

step 3, if not, continuously closing the heater;

step 4, the drive control module identifies the charging state of the whole vehicle, and if the vehicle is in the charging state, the battery is started to heat; if the vehicle is in the non-charging state, identifying whether the whole vehicle has a driving heating function and judging the driving state, when the vehicle has the driving heating function, driving the control module to check whether the battery needs to be heated again, if so, starting the battery to heat, and circulating the step until the battery heating is finished after a set target value is reached;

and 5, finishing the heating process and continuously detecting the heating demand state.

The OBC charger and the heater mainly have the following two working conditions in the working process.

Working condition 1: charging and heating; working condition 2: non-charging heating.

Working condition 1: and the electronic control unit ECU continuously monitors and receives the temperature and the charging state of the power battery of the whole vehicle. When the vehicle charging port is connected with the charging gun, the whole vehicle detects a charging signal and finishes handshaking, the battery management system BMS can continuously detect the temperature of the power battery at the moment, and when the temperature of the battery is lower than a set threshold value, the heater can start heating power according to the electric quantity of the whole vehicle and the power supply capacity of the charger OBC. The heating power is adjusted by adjusting the duty ratio or the switch of the power switch 1 and the first heating control switch. And when the temperature of the battery reaches a set threshold value or the charging state is disconnected, the battery heater is turned off, and the battery heating process is exited.

Working condition 2: and the electronic control unit ECU can continuously monitor and receive the temperature, the gear position and the speed of the power battery of the whole vehicle. When the battery management system BMS detects that the power battery is lower than the preset threshold value, the battery management system BMS sends the heating demand to the battery heater assembly, and whether the whole car has the function of driving heating is judged to the whole car discernment heating marker position simultaneously, if this function then the battery heater can carry out the regulation of heating gear according to the gear that the battery management system BMS sent, through power switch 1 and first heating control switch and second heating control switch's PWM modulation or gear combination control mode realization heating power's regulation. And when the temperature of the power battery reaches a preset threshold value, or the whole vehicle is in a power-off state, or the gear is in a P gear range, and the vehicle speed is 0km/h and exceeds the set time, closing the heater, and exiting the battery heating process.

According to another embodiment of the present application, an automobile is provided, and fig. 12 is a schematic structural diagram of an automobile according to an embodiment of the present application, and as shown in fig. 12, the automobile includes the high-voltage control device.

The application provides an automobile and high-voltage control device controls first energy conversion circuit and second energy conversion circuit simultaneously through using same drive control module, make this drive control module peel off out relatively the heater on the one hand, reduce the sealed degree of difficulty to the heater, make easily maintain when devices such as drive control module and each switch by its control go wrong simultaneously, same drive control module of first energy conversion circuit and second energy conversion circuit sharing and bridge arm converter can also improve the reuse rate of spare part, reduce high-voltage control device's volume.

It will be apparent to those skilled in the art that, for convenience and brevity of description, only the above-mentioned division of the functional units and modules is illustrated, and in practical applications, the above-mentioned function distribution may be performed by different functional units and modules according to needs, that is, the internal structure of the apparatus is divided into different functional units or modules to perform all or part of the above-mentioned functions.

The above-mentioned embodiments are only used for illustrating the technical solutions of the present application, and not for limiting the same; although the present application has been described in detail with reference to the foregoing embodiments, it should be understood by those of ordinary skill in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some technical features may be equivalently replaced; such modifications and substitutions do not substantially depart from the spirit and scope of the embodiments of the present application and are intended to be included within the scope of the present application.