CN214707244U

CN214707244U - Vehicle-mounted charging equipment and vehicle

Info

Publication number: CN214707244U
Application number: CN202120858312.1U
Authority: CN
Inventors: 刘伟冬; 王超; 王兴辉; 莫旭杰
Original assignee: BYD Co Ltd
Current assignee: BYD Co Ltd
Priority date: 2021-04-23
Filing date: 2021-04-23
Publication date: 2021-11-12
Anticipated expiration: 2031-04-23

Abstract

The present disclosure relates to an on-vehicle charging apparatus and a vehicle, including: the power supply comprises a controller, a switch module, a PFC circuit, a bidirectional inverter circuit and a main DC-DC circuit, wherein the first end of the switch module is connected with the first end of the PFC circuit, the second end of the PFC circuit is connected with the first end of the bidirectional inverter circuit, the second end of the main DC-DC circuit is provided with a filter capacitor, the second end of the switch module is connected with a load through the filter capacitor, and the PFC circuit comprises a three-phase first bridge arm; the controller is configured to control the switch module to conduct the PFC circuit and the filter capacitor under the condition that the load is determined to be in the power utilization state and the main DC-DC circuit is determined to be in the fault state, the bidirectional inverter circuit, the PFC circuit and the filter capacitor are multiplexed to form a redundant DC-DC circuit, the number of the bridge arms entering the working state in the three-phase first bridge arms is determined according to the power required by the load, and the bidirectional inverter circuit and the first bridge arms in the number of the bridge arms are controlled to supply power to the load.

Description

Vehicle-mounted charging equipment and vehicle

Technical Field

The present disclosure relates to the field of vehicle technology, and in particular, to an on-vehicle charging apparatus and a vehicle.

Background

The On-board charging device generally includes an OBC (On-board charger) generally used to charge a power battery in the vehicle during charging of the vehicle and a DCDC (Direct Current/Direct Current module) generally used to supply power to a load (a relay, multimedia, an air conditioning system, and other low-voltage devices) in the vehicle.

In order to improve the reliability of load power supply in a vehicle, a redundant DCDC is formed by multiplexing an OBC in the related art, and the load is supplied with power through the standby DCDC in the case of a DCDC fault.

SUMMERY OF THE UTILITY MODEL

An object of the present disclosure is to provide an in-vehicle charging apparatus and a vehicle.

In order to achieve the above object, a first aspect of the present disclosure provides an in-vehicle charging apparatus including: a controller, a switch module, a PFC circuit, a bidirectional inverter circuit and a main DC-DC circuit, the controller is respectively connected with the switch module, the PFC circuit, the bidirectional inverter circuit and the main DC-DC circuit, the first end of the switch module is connected with the first end of the PFC circuit, the second end of the PFC circuit is connected with the first end of the bidirectional inverter circuit, the second end of the bidirectional inverter circuit is used for connecting a power battery, the first end of the main DC-DC circuit is respectively connected with the power battery, the second end of the bidirectional inverter circuit is connected, the second end of the main DC-DC circuit is used for connecting a load, a second end of the main DC-DC circuit is provided with a filter capacitor, a second end of the switch module is connected with the load through the filter capacitor, and the PFC circuit comprises a three-phase first bridge arm;

the controller is configured to control the switch module to conduct the PFC circuit and the filter capacitor and multiplex the bidirectional inverter circuit, the PFC circuit and the filter capacitor to form a redundant DC-DC circuit under the condition that a load is determined to be in a power utilization state and the main DC-DC circuit is in a fault state, determine the number of bridge arms entering a working state in the three-phase first bridge arms according to power required by the load, and control the bidirectional inverter circuit and the first bridge arms in the number of the bridge arms to supply power to the load.

Optionally, the PFC circuit further includes a phase low-frequency bridge arm, and the switch module further includes a third terminal, where the third terminal is used to connect an external ac power supply;

the first end of the switch module comprises an A 'phase terminal, a B' phase terminal, a C 'phase terminal and an N' phase terminal, and the second end of the switch module comprises a positive terminal and a negative terminal; the third end of the switch module comprises an A-phase terminal, a B-phase terminal, a C-phase terminal and an N-phase terminal;

the A 'phase terminal is connected with the midpoint of a first phase first bridge arm, the B' phase terminal is connected with the midpoint of a second phase first bridge arm, the C 'phase terminal is connected with the midpoint of a third phase first bridge arm, and the N' phase terminal is connected with the midpoint of the low-frequency bridge arm; the A-phase terminal, the B-phase terminal, the C-phase terminal and the N-phase terminal are used for being connected with an external alternating current power supply, the positive terminal is connected with the first end of the filter capacitor, and the second end of the filter capacitor is connected with the negative terminal.

Optionally, the controller is further configured to: and under the condition that the load is determined to be in a power utilization state and the main DC-DC circuit is determined to be in a fault state, determining the conducting quantity of the A ' phase terminal, the B ' phase terminal and the C ' phase terminal and the positive terminal according to the power required by the load.

Optionally, the controller is further configured to: and under the conditions that the load is determined to be in a power utilization state, the main DC-DC circuit is determined to be in a fault state, and the number of the bridge arms is greater than or equal to 2, controlling at least two of the A ' phase terminal, the B ' phase terminal and the C ' phase terminal to be conducted with the positive terminal, controlling the bidirectional inverter circuit, and controlling the first bridge arms with the number of the bridge arms to supply power to the load.

Optionally, the controller is configured to, when it is determined that the vehicle is in a charging state, control the switch module to conduct the external ac power source and the PFC circuit, and control the PFC circuit and the bidirectional inverter circuit to perform three-phase or single-phase charging on the power battery and/or the storage battery.

Optionally, the controller is configured to: and under the condition that the vehicle is in a charging state, acquiring the charging condition information of the A-phase terminal, the B-phase terminal and the C-phase terminal, and controlling the A-phase terminal and the A ' -phase terminal according to the charging condition information, wherein the B-phase terminal and the B ' -phase terminal are conducted, and at least one of the C-phase terminal and the C ' -phase terminal is conducted, so that single-phase charging or three-phase charging of the vehicle is realized.

Optionally, the controller is further configured to, in a case where it is determined that the vehicle is in the charging mode and the remaining capacity of the storage battery exceeds a preset first capacity threshold, control the PFC circuit and the bidirectional inverter circuit to perform three-phase or single-phase charging on the power battery, and then control the PFC circuit, the bidirectional inverter circuit and the main DC-DC circuit to perform three-phase or single-phase charging on the storage battery.

Optionally, the controller is further configured to: when the fact that the vehicle is in a charging mode and the residual electric quantity of the storage battery is lower than a preset second electric quantity threshold value is determined, the PFC circuit is controlled firstly, the bidirectional inverter circuit and the main DC-DC circuit charge the storage battery in a three-phase or single-phase mode, and then the PFC circuit and the bidirectional inverter circuit are controlled to charge the power battery in the three-phase or single-phase mode, wherein the preset second electric quantity threshold value is smaller than the preset first electric quantity threshold value.

Optionally, the controller is further configured to: when the fact that the vehicle is in a charging mode and the remaining electric quantity of the storage battery exceeds a preset second electric quantity threshold and is lower than a preset first electric quantity threshold is determined, the PFC circuit and the bidirectional inverter circuit are controlled to conduct three-phase or single-phase charging on the power battery, and meanwhile the PFC circuit, the bidirectional inverter circuit and the main DC-DC circuit are controlled to conduct three-phase or single-phase charging on the storage battery.

In a second aspect of the present disclosure, there is provided a vehicle including the vehicle-mounted charging apparatus described above in the first aspect.

Above-mentioned technical scheme through providing an on-vehicle battery charging outfit, includes: the power supply comprises a controller, a switch module, a PFC circuit, a bidirectional inverter circuit and a main DC-DC circuit, wherein a first end of the switch module is connected with a first end of the PFC circuit, a second end of the PFC circuit is connected with the first end of the bidirectional inverter circuit, the second end of the bidirectional inverter circuit is used for being connected with a power battery, a second end of the main DC-DC circuit is provided with a filter capacitor, the second end of the switch module is connected with a load through the filter capacitor, and the PFC circuit comprises a three-phase first bridge arm; the controller is configured to control the switch module to conduct the PFC circuit and the filter capacitor and multiplex the bidirectional inverter circuit, the PFC circuit and the filter capacitor to form a redundant DC-DC circuit under the condition that a load is determined to be in a power utilization state and the main DC-DC circuit is in a fault state, determine the number of bridge arms entering a working state in the three-phase first bridge arms according to power required by the load, and control the bidirectional inverter circuit and the first bridge arms in the number of the bridge arms to supply power to the load. Therefore, the number of the bridge arms entering the working state in the three-phase first bridge arm can be determined according to the power required by the load, and the bidirectional inverter circuit and the first bridge arms with the number of the bridge arms are controlled to supply power to the load, so that the power supply parameters of the redundant DC-DC circuit can be flexibly controlled according to the power required by the load, the power supply quality of the power supply to the load can be effectively ensured, and the reliability of the power supply to the load can be improved.

Additional features and advantages of the disclosure will be set forth in the detailed description which follows.

Drawings

The accompanying drawings, which are included to provide a further understanding of the disclosure and are incorporated in and constitute a part of this specification, illustrate embodiments of the disclosure and together with the description serve to explain the disclosure without limiting the disclosure. In the drawings:

fig. 1 is a circuit diagram of an in-vehicle charging apparatus shown in an exemplary embodiment of the present disclosure;

fig. 2 is a circuit diagram of an in-vehicle charging apparatus according to the embodiment shown in fig. 1.

Detailed Description

The following detailed description of specific embodiments of the present disclosure is provided in connection with the accompanying drawings. It should be understood that the detailed description and specific examples, while indicating the present disclosure, are given by way of illustration and explanation only, not limitation.

Before describing the embodiments of the present disclosure in detail, an application scenario of the present disclosure is first described below, and the present disclosure may be applied to a process in which an electric vehicle supplies power to a low-voltage load in a vehicle, and may also be applied to a scenario in which an electric vehicle charges a power battery in a vehicle through an external ac power source (e.g., a charging pile). The current vehicle charging device generally comprises an OBC and a DCDC, wherein the OBC is used for charging a power battery in the vehicle, and the DCDC is used for supplying power to loads (low-voltage equipment such as a relay, multimedia and an air conditioning system) in the vehicle. In order to improve reliability of load power supply in a vehicle, in the related art, a backup DCDC is formed by multiplexing an OBC, and a load is supplied with power through the backup DCDC in case of a DCDC fault, generally, in order to improve reliability of load power supply in a vehicle, in the related art, a redundant DCDC is formed by multiplexing an OBC, and a load is supplied with power through the backup DCDC in case of a DCDC fault.

In order to solve the above technical problem, the present disclosure provides an on-vehicle charging apparatus and a vehicle, the on-vehicle charging apparatus including: the power supply comprises a controller, a switch module, a PFC circuit, a bidirectional inverter circuit and a main DC-DC circuit, wherein the first end of the switch module is connected with the first end of the PFC circuit, the second end of the PFC circuit is connected with the first end of the bidirectional inverter circuit, the second end of the bidirectional inverter circuit is used for connecting a power battery, the second end of the main DC-DC circuit is provided with a filter capacitor, the second end of the switch module is connected with a load through the filter capacitor, and the PFC circuit comprises a three-phase first bridge arm; the controller is configured to control the switch module to conduct the PFC circuit and the filter capacitor and multiplex the bidirectional inverter circuit, the PFC circuit and the filter capacitor to form a redundant DC-DC circuit under the condition that a load is determined to be in a power utilization state and the main DC-DC circuit is in a fault state, determine the number of bridge arms entering a working state in the three-phase first bridge arm according to power required by the load, and control the bidirectional inverter circuit and the first bridge arms in the number of the bridge arms to supply power to the load. Therefore, the number of the bridge arms entering the working state in the three-phase first bridge arm can be determined according to the power required by the load, and the bidirectional inverter circuit and the first bridge arms with the number of the bridge arms are controlled to supply power to the load, so that the power supply parameters of the redundant DC-DC circuit can be flexibly controlled according to the power required by the load, the power supply quality of the power supply to the load can be effectively ensured, and the reliability of the power supply to the load can be improved.

The present disclosure is described below with reference to specific examples.

Fig. 1 is a circuit diagram of an in-vehicle charging apparatus shown in an exemplary embodiment of the present disclosure; referring to fig. 1, the vehicle-mounted charging apparatus includes: a controller 101, a switch module 102, a PFC circuit 103, a bidirectional inverter circuit 104 and a main DC-DC circuit 105, the controller 101 is connected to the switch module 102, the PFC circuit 103, the bi-directional inverter circuit 104 and the main DC-DC circuit 105, a first terminal of the switch module 102 is connected to a first terminal of the PFC circuit 103, a second terminal of the PFC circuit 103 is connected to a first terminal of the bi-directional inverter circuit 104, the second end of the bidirectional inverter circuit 104 is used for connecting a power battery, the first end of the main DC-DC circuit 105 is respectively connected with the power battery, the second terminal of the bidirectional inverter circuit 104 is connected, the second terminal of the main DC-DC circuit 105 is used for connecting a load 106, a second end of the main DC-DC circuit 105 is provided with a filter capacitor, a second end of the switch module 102 is connected to the load 106 through the filter capacitor C0, and the PFC circuit 103 includes a three-phase first bridge arm;

the controller 101 is configured to, when it is determined that the load 106 is in a power utilization state and the main DC-DC circuit 105 is in a fault state, control the switch module 102 to turn on the PFC circuit 103 and the filter capacitor C0, and multiplex the bidirectional inverter circuit 104, the PFC circuit 103, and the filter capacitor C0 to form a redundant DC-DC circuit, determine the number of legs of the three-phase first leg that enter an operating state according to the power required by the load 106, and control the bidirectional inverter circuit 104 and the first leg of the legs to supply power to the load 106.

In a possible implementation manner, when the power required by the load 106 is greater than or equal to a first preset power threshold, it is determined that the number of the bridge arms entering the working state in the three-phase first bridge arm is 3, at this time, the three-phase first bridge arms in the three-phase first bridge arm can be controlled to all enter the working state, and the three-phase first bridge arms are controlled to synchronously supply power to the load 106; when the power required by the load 106 is smaller than a first preset power threshold and larger than a second preset power threshold, determining that the number of the bridge arms entering a working state in the three-phase first bridge arm is 2, and at this time, controlling any two phases in the three-phase first bridge arm to synchronously supply power to the load 106; when the power required by the load 106 is less than or equal to a second preset power threshold, it is determined that the number of the bridge arms entering the working state in the three-phase first bridge arm is 1, and at this time, any one of the three-phase first bridge arms can be controlled to supply power to the load 106.

The PFC circuit 103 further includes a phase low-frequency bridge arm and a power inductor module, where the power inductor module includes a first inductor, a second inductor, and a third inductor, the switch module further includes a third end, the third end is used for connecting an external ac power supply, and the third end may be connected to the external ac power supply through a filter, so as to reduce an influence of noise waves on a charging signal; the first end of the switch module 102 includes an a 'phase terminal, a B' phase terminal, a C 'phase terminal, and an N' phase terminal, and the second end of the switch module 102 includes a positive terminal and a negative terminal; the third terminal of the switch module 102 includes an a-phase terminal, a B-phase terminal, a C-phase terminal and an N-phase terminal; the A 'phase terminal is connected with the midpoint of the first phase first bridge arm through a first inductor, the B' phase terminal is connected with the midpoint of the second phase first bridge arm through a second inductor, the C 'phase terminal is connected with the midpoint of the third phase first bridge arm through a third inductor, and the N' phase terminal is connected with the midpoint of the low-frequency bridge arm; the A-phase terminal, the B-phase terminal, the C-phase terminal and the N-phase terminal are used for being connected with an external alternating current power supply, the positive terminal is connected with the first end of the filter capacitor C0, and the second end of the filter capacitor C0 is connected with the negative terminal.

The controller 101 is further configured to: in the case where it is determined that the load 106 is in the power-on state and the main DC-DC circuit 105 is in the fault state, the number of conduction of the a ', B ' and C ' phase terminals to the positive terminal is determined according to the power required by the load 106.

When it is determined that the load 106 is in the power utilization state and the main DC-DC circuit 105 is in the fault state, and it is determined that the number of the arms entering the operating state in the three-phase first arm is 3 according to the power required by the load 106, the a 'phase terminal in the switch module 102 is controlled, the B' phase terminal and the C 'phase terminal are both connected to the positive terminal, and the N' phase terminal is connected to the negative terminal; when the number of the bridge arms entering the working state in the three-phase first bridge arm is determined to be 2 according to the power required by the load 106, controlling an A 'phase terminal in the switch module 102, wherein at least two of a B' phase terminal and a C 'phase terminal are connected with the positive electrode terminal, and the N' phase terminal is connected with the negative electrode terminal; when the number of the three-phase first bridge arm which enters the working state is determined to be 1 according to the power required by the load 106, the a 'phase terminal in the switch module 102 is controlled, at least one of the B' phase terminal and the C 'phase terminal is connected with the positive electrode terminal, and the N' phase terminal is connected with the negative electrode terminal.

When the number of the bridge arms entering the working state in the three-phase first bridge arm is determined to be 2 according to the power required by the load 106, if any two of the a 'phase terminal, the B' phase terminal and the C 'phase terminal in the switch module 102 are controlled to be connected with the positive terminal, the two-phase first bridge arms corresponding to the three-phase first bridge arm in the PFC circuit 103 are controlled to supply power to the load 106 together, and if three of the a' phase terminal, the B 'phase terminal and the C' phase terminal in the switch module 102 are controlled to be connected with the positive terminal, any two-phase first bridge arms in the three-phase first bridge arm in the PFC circuit 103 are controlled to supply power to the load 106 together.

In addition, the controller 101 is further configured to, when it is determined that the number of the three-phase first bridge arm that enters the operating state is 1 according to the power required by the load 106, control the a 'phase terminal in the switch module 102, and if any one of the B' phase terminal and the C 'phase terminal is connected to the positive terminal, control the corresponding one of the three-phase first bridge arm in the PFC circuit 103 to supply power to the load 106, control any two of the B' phase terminal and the C 'phase terminal in the switch module 102 to be connected to the positive terminal, control the two-phase first bridge arm to supply power to the load 106 by staggering 180 degrees, and control the three-phase first bridge arm to enter the operating state and supply power to the load 106 by staggering 120 degrees if the a' phase terminal in the switch module 102, and both of the B 'phase terminal and the C' phase terminal are connected to the positive terminal.

Optionally, the controller 101 is further configured to: and when it is determined that the load 106 is in a power utilization state, the main DC-DC circuit 105 is in a fault state, and the number of the bridge arms is greater than or equal to 2, controlling at least two of the a ' phase terminal, the B ' phase terminal, and the C ' phase terminal to be conducted with the positive terminal, controlling the bidirectional inverter circuit 104, and controlling the first bridge arm of the number of the bridge arms to supply power to the load 106.

In one possible embodiment, when it is determined that the load 106 is in a power utilization state, the main DC-DC circuit 105 is in a fault state, and the number of the legs is 2, if the a 'phase terminal of the switch module 102 is controlled, and any two of the B' phase terminal and the C 'phase terminal are connected to the positive terminal, the corresponding two-phase first leg of the three-phase first leg of the PFC circuit 103 is controlled to supply power to the load 106 together, and if the a' phase terminal of the switch module 102 is controlled, and three of the B 'phase terminal and the C' phase terminal are controlled to be connected to the positive terminal, any two-phase first leg of the three-phase first leg of the PFC circuit 103 is controlled to supply power to the load 106 together. When it is determined that the load 106 is in a power utilization state, the main DC-DC circuit 105 is in a fault state, and the number of the legs is 3, the a ' phase terminal, the B ' phase terminal, and the C ' phase terminal of the switch module 102 are controlled to be connected to the positive terminal, and the first legs of the three phases are controlled to supply power to the load 106 together and synchronously.

It should be noted that, as shown in fig. 1, the first-phase arm in the PFC circuit 103 is formed by connecting a switching tube Q1 and a switching tube Q2 in series, the second-phase arm is formed by connecting a switching tube Q3 and a switching tube Q4 in series, the third-phase arm is formed by connecting a switching tube Q5 and a switching tube Q6 in series, and the third-phase arm is formed by connecting a switching tube Q7 and a switching tube Q8 in series, where in one possible embodiment, the switching tube Q1 and the switching tube Q2 are complementarily turned on, the switching tube Q3 and the switching tube Q4 are complementarily turned on, the switching tube Q5 and the switching tube Q6 are complementarily turned on, the switching tube Q7 is in a normally closed state, and the switching tube Q8 is in a normally open state. In the present disclosure, the PFC circuit 103 is configured to convert an ac power provided by an external ac power source into a dc power and transmit the dc power to the bidirectional inverter circuit 104 when the vehicle is in a charging mode; when the load 106 is in a power utilization state and a fault of the main DC-DC circuit 105 is detected, a BUCK circuit is formed with the filter capacitor C0 to step down the DC power received from the bidirectional inverter circuit 104 to supply power to the load 106.

The bidirectional inverter circuit 104 may include a transformer T1, a first full-bridge switch circuit connected to a low-voltage side of the transformer T1, a second full-bridge switch circuit connected to a high-voltage side of the transformer T1, the first full-bridge switch circuit including two bridge arms formed by switching transistors Q9 to Q12, the second full-bridge switch circuit including two bridge arms formed by switching transistors Q13 to Q16, wherein the switching transistors Q9 to Q12 are synchronous rectifiers, the switching transistors Q13 to Q16, the switching transistor Q13 and the switching transistor Q14 are in frequency conversion complementary conduction, and the switching transistor Q15 and the switching transistor Q16 are in frequency conversion complementary conduction. In the present disclosure, the bidirectional inverter circuit 104 is configured to perform high-voltage conversion on the direct current provided by the PFC circuit 103 when the vehicle is in a charging mode, so as to charge a power battery in the vehicle; and when the load 106 is in a power utilization state and a fault of the main DC-DC circuit 105 is detected, the high-voltage DC in the power battery is converted into low-voltage DC to be transmitted to the PFC circuit 103.

The main DC-DC circuit 105 includes a transformer T2, a third full bridge switching circuit is connected to the high-voltage side of the transformer T2, a full-wave rectification circuit is connected to the low-voltage side of the transformer T2, the third full bridge switching circuit is composed of two bridge arms formed by switching tubes Q17 to Q20, the switching tube Q17 is in complementary conduction with the switching tube Q18, the switching tube Q19 is in complementary conduction with the switching tube Q20, the full-wave rectification circuit is formed by the switching tube Q21 and the switching tube Q22, and the switching tube Q21 and the switching tube Q22 are synchronous rectification tubes. In the control process, the voltage output by the main DC-DC circuit 105 can be adjusted by adjusting the duty ratios of the switching tubes Q17 to Q20. In the present disclosure, the main DC-DC circuit 105 is configured to convert the direct current of the first voltage provided by the power battery or the bidirectional inverter circuit 104 into the direct current of the second voltage to power the load 106 in case of a non-failure of the main DC-DC circuit 105, where the first voltage is greater than the second voltage.

The working principle of the redundant DC-DC circuit is that the PFC circuit 103 and the filter capacitor C0 form a BUCK circuit, which steps down the DC power output from the first end of the bidirectional inverter circuit 104 to supply power to the load 106. Since the process of the PFC circuit 103 and the filter capacitor C0 forming a BUCK circuit to supply power to the load 106 can refer to the related description in the prior art, and the details are not repeated herein since the focus of the disclosure is not here.

According to the technical scheme, the number of the bridge arms entering the working state in the three-phase first bridge arm can be determined according to the power required by the load 106, and the bidirectional inverter circuit 104 and the first bridge arms with the number of the bridge arms are controlled to supply power to the load 106, so that the power supply parameters of the redundant DC-DC circuit can be flexibly controlled according to the power required by the load 106, the power supply quality of the power supply for the load 106 can be effectively guaranteed, and the reliability of the power supply for the load 106 can be improved.

Optionally, when it is determined that the number of the bridge arms entering the working state in the three-phase first bridge arm is less than 3 according to the power required by the load 106, the two-phase first bridge arm entering the working state may be alternately determined according to the use durations of the first-phase first bridge arm, the second-phase first bridge arm, and the third-phase first bridge arm or the temperature of the switching tubes.

In an embodiment, the usage duration of each of the three-phase first bridge arms may be accumulated, for example, three timers are additionally arranged in the PFC circuit 103, each first bridge arm corresponds to one timer, when the switching tubes in the current first bridge arm are turned on, the timer corresponding to the current first bridge arm is used for timing, when the switching tubes in the current first bridge arm are all turned off, the timer corresponding to the current first bridge arm is controlled to stop timing, so as to obtain the usage duration of each first bridge arm, when it is determined that one phase of the three-phase first bridge arm enters the operating state, the first bridge arm with the shortest usage duration is controlled to enter the operating state, and when it is determined that two phases of the three-phase first bridge arm enter the operating state, the first bridge arm with the shortest usage duration and the second shortest usage duration is controlled to enter the operating state.

In another possible implementation manner, the current temperature of the switching tube in the conducting first bridge arm may be obtained, and when it is determined that the current temperature is greater than or equal to the preset temperature threshold, the terminal in the switching module 102 corresponding to the first bridge arm where the switching tube is located is turned off, and the terminals in the remaining switching modules 102 corresponding to the first bridge arm are turned on, so that the three-phase first bridge arm alternately enters the working state.

Through the technical scheme, the two-phase first bridge arm entering the working state is determined alternately according to the service lives of the first-phase first bridge arm, the second-phase first bridge arm and the third-phase first bridge arm or the temperature of the switching tube, and the service life of the vehicle-mounted charging equipment can be effectively prolonged.

Optionally, the load 106 comprises a battery, and the controller 101 is further configured to: acquiring the current residual capacity of the storage battery, determining the charging required voltage corresponding to the current residual capacity, and adjusting the duty ratio of the PFC circuit 103 according to the charging required voltage to charge the storage battery.

It should be noted that, since the charging required voltages corresponding to different remaining amounts of the storage battery are different, the duty ratio of the PFC circuit 103 needs to be adjusted according to the current charging required voltage to supply power to the load 106. The larger the duty ratio of the PFC circuit 103, the larger the charging voltage provided by the redundant DC-DC circuit to the battery.

Optionally, the controller 101 is configured to, when it is determined that the vehicle is in a charging state, control the switch module 102 to turn on the external ac power source and the PFC circuit 103, and control the PFC circuit 103 and the bidirectional inverter circuit 104 to perform three-phase or single-phase charging on the power battery and/or the storage battery.

When it is determined that the vehicle is in the charging state, the third terminal of the switch module 102 may be controlled to be connected to the second terminal of the switch module 102, that is, at least one of the a-phase terminal, the B-phase terminal, and the C-phase terminal of the third terminal is connected to the positive terminal of the second terminal, and the N-phase terminal of the third terminal is connected to the negative terminal of the second terminal.

Optionally, the controller 101 is configured to: and under the condition that the vehicle is in a charging state, acquiring the charging condition information of the A-phase terminal, the B-phase terminal and the C-phase terminal, and controlling the A-phase terminal and the A ' -phase terminal, the B-phase terminal and the B ' -phase terminal, and the C-phase terminal and at least one of the C ' -phase terminals to be conducted to realize single-phase charging or three-phase charging of the vehicle according to the charging condition information.

In one possible embodiment, the controller 101 is configured to: when the vehicle is in a charging state, if the A-phase terminal is determined to be electrified, the A-phase terminal is controlled to be conducted with the A ' -phase terminal, if the B-phase terminal is determined to be electrified, the B-phase terminal is controlled to be conducted with the B ' -phase terminal, and if the C-phase terminal is determined to be electrified, the C-phase terminal is controlled to be conducted with the C ' -phase terminal.

Above technical scheme, can be according to the nimble change charge mode of the type of the stake of charging, should fill under the condition of stake for single-phase charging, make this on-vehicle charging equipment charge for the power battery in the vehicle through single-phase charge mode, should fill under the condition that stake is filled for the three-phase, make this on-vehicle charging equipment charge for the power battery in the vehicle through the three-phase charge mode, can effectively promote this on-vehicle charging equipment's application scope, thereby more be favorable to promoting the convenience that the vehicle charges, be favorable to promoting vehicle user experience.

Optionally, the controller 101 is configured to: in the case of being in the driving mode, or in the parking non-charging mode, it is detected in real time whether the main DC-DC circuit 105 is malfunctioning.

One possible implementation manner is to obtain the power supply parameters provided by the main DC-DC circuit 105 to the load 106 in real time, where the power supply parameters may include a power supply voltage and/or a power supply current, obtain a difference between the power supply parameters and the power supply parameters required by the load 106, determine that the main DC-DC circuit 105 is in a fault state if the difference is greater than or equal to a preset difference threshold, and determine that the main DC-DC circuit 105 is in a non-fault state if the difference is less than the preset difference threshold, so as to timely and effectively detect whether the main DC-DC circuit 105 is in a fault state, and help to timely control the redundant DC-DC circuit to supply power to the load 106 if the main DC-DC circuit 105 is in a fault state.

Optionally, the controller 101 is further configured to, in a case that it is determined that the vehicle is in the charging mode and the remaining capacity of the storage battery exceeds a preset first capacity threshold, control the PFC circuit 103 and the bidirectional inverter circuit 104 to perform three-phase or single-phase charging on the power battery, and then control the PFC circuit 103, the bidirectional inverter circuit 104 and the main DC-DC circuit 105 to perform three-phase or single-phase charging on the storage battery.

The first electric quantity threshold value may be any value greater than or equal to 50%, for example, 55%, 58%, 60%, or the like, and when the remaining electric quantity of the storage battery is greater than the first electric quantity threshold value, the remaining electric quantity representing the storage battery can meet the current power demand of the load 106, at this time, the power battery may be charged first, and after the power battery is charged, the storage battery is charged, so as to improve the charging speed of the power battery, and quickly meet the cruising demand, thereby facilitating the improvement of the experience of the vehicle user.

Optionally, the controller 101 is further configured to: when it is determined that the vehicle is in the charging mode and the remaining power of the storage battery is lower than a preset second power threshold, the PFC circuit 103 is controlled first, the bidirectional inverter circuit 104 and the main DC-DC circuit 105 perform three-phase or single-phase charging on the storage battery, and then the PFC circuit 103 and the bidirectional inverter circuit 104 are controlled to perform three-phase or single-phase charging on the power battery, wherein the preset second power threshold is smaller than the preset first power threshold.

The preset second electric quantity threshold is smaller than the preset first electric quantity threshold, for example, when the first electric quantity threshold is any value larger than 50%, the second electric quantity threshold may be any value smaller than 50% such as 20%, 25%, 30%, etc.

One possible implementation is: and under the condition that the residual electric quantity of the storage battery is lower than a preset second electric quantity threshold value, the storage battery is charged firstly until the residual electric quantity of the storage battery is larger than the second electric quantity threshold value and smaller than a first electric quantity threshold value, the storage battery and the power battery are charged simultaneously, and under the condition that the electric quantity of the storage battery is larger than or equal to the first electric quantity threshold value, the power battery is only charged until the power battery is charged, and then the storage battery is charged.

Another possible implementation is: and under the condition that the residual electric quantity of the storage battery is lower than a preset second electric quantity threshold value, charging the storage battery firstly until the storage battery is charged, and then charging the power battery.

Like this, under the condition that the residual capacity of this battery is less than preset second electric quantity threshold value, the electric quantity of this battery probably can't satisfy current consumer's power consumption demand, consequently, through charging to this battery earlier, can consider to avoid because the not enough vehicle phenomenon of anchoring that causes of battery electric quantity, so help promoting vehicle user's experience.

Optionally, the controller 101 is further configured to: when the vehicle is determined to be in the charging mode, and the remaining capacity of the storage battery exceeds a preset second capacity threshold and is lower than the preset first capacity threshold, the PFC circuit 103 and the bidirectional inverter circuit 104 are controlled to perform three-phase or single-phase charging on the power battery, and the PFC circuit 103, the bidirectional inverter circuit 104 and the main DC-DC circuit 105 are controlled to perform three-phase or single-phase charging on the storage battery.

In an example, the first electric quantity threshold is 60%, the second electric quantity threshold is 30%, and when the current remaining electric quantity of the storage battery is less than 60% and greater than 30%, the power battery 206 and the storage battery can be charged simultaneously, so that the phenomenon of vehicle breakdown due to insufficient electric quantity of the storage battery can be avoided, the endurance mileage can be timely increased, and the endurance requirement is met.

Above technical scheme, confirm for the charge order of battery and power battery according to the residual capacity of battery, can effectively avoid because of the not enough vehicle phenomenon of breaking down that causes of battery electric quantity, also can in time promote the continuation of the journey mileage, satisfy the continuation of the journey demand, can effectual promotion vehicle user's experience.

Fig. 2 is a circuit diagram of an in-vehicle charging apparatus according to the embodiment shown in fig. 1; referring to fig. 2, in contrast to fig. 1, in fig. 2, the load 106 includes a battery, the positive pole of the battery is connected to the positive terminal of the switch module, and the negative pole of the battery can be directly connected to the negative pole of the bus in the PFC circuit (as shown in fig. 2). The negative terminal in the switch module is connected to the negative terminal in the external ac power source (the grid in fig. 2) while the vehicle is in a charging state; under the condition that the storage battery is in a charging state, other loads are in a power utilization state, and the main DC-DC is in a fault state, because the cathode of the storage battery in FIG. 2 is directly connected with the negative of the bus in the PFC circuit, the controller only needs to control the A ' phase terminal, the B ' phase terminal and the C ' phase terminal in the switch module 102 to be connected with the positive terminal, so that the midpoint of the three-phase first bridge arm in the PFC circuit is connected with the positive of the storage battery through the power inductance module, the cathode of the storage battery is not required to be controlled to be connected with the midpoint of the low-frequency bridge arm in the PFC circuit through the switch module, and the bidirectional inverter circuit, the power inductance module and the filter capacitor C0 form a BUCK circuit to charge the storage battery when the main DC-DC is in the fault state, the cathode of the storage battery is not required to be controlled to be connected with the midpoint of the low-frequency bridge arm in the PFC circuit through the switch module, and the bidirectional inverter circuit and the filter capacitor C0 can be realized by multiplexing the PFC circuit, thus, the control of one switch can be reduced, which is beneficial to improving the reliability of the vehicle-mounted charging equipment.

In yet another example of the present disclosure, a vehicle is provided that includes the onboard charging apparatus described above with respect to fig. 1 or 2.

The preferred embodiments of the present disclosure are described in detail with reference to the accompanying drawings, however, the present disclosure is not limited to the specific details of the above embodiments, and various simple modifications may be made to the technical solution of the present disclosure within the technical idea of the present disclosure, and these simple modifications all belong to the protection scope of the present disclosure.

It should be noted that, in the foregoing embodiments, various features described in the above embodiments may be combined in any suitable manner, and in order to avoid unnecessary repetition, various combinations that are possible in the present disclosure are not described again.

In addition, any combination of various embodiments of the present disclosure may be made, and the same should be considered as the disclosure of the present disclosure, as long as it does not depart from the spirit of the present disclosure.

Claims

1. An in-vehicle charging apparatus characterized by comprising: a controller, a switch module, a PFC circuit, a bidirectional inverter circuit and a main DC-DC circuit, the controller is respectively connected with the switch module, the PFC circuit, the bidirectional inverter circuit and the main DC-DC circuit, the first end of the switch module is connected with the first end of the PFC circuit, the second end of the PFC circuit is connected with the first end of the bidirectional inverter circuit, the second end of the bidirectional inverter circuit is used for connecting a power battery, the first end of the main DC-DC circuit is respectively connected with the power battery, the second end of the bidirectional inverter circuit is connected, the second end of the main DC-DC circuit is used for connecting a load, a second end of the main DC-DC circuit is provided with a filter capacitor, a second end of the switch module is connected with the load through the filter capacitor, and the PFC circuit comprises a three-phase first bridge arm;

2. The vehicle-mounted charging apparatus according to claim 1,

the PFC circuit further comprises a phase low-frequency bridge arm, and the switch module further comprises a third end, wherein the third end is used for being connected with an external alternating-current power supply;

3. The in-vehicle charging apparatus according to claim 2, wherein the controller is further configured to: and under the condition that the load is determined to be in a power utilization state and the main DC-DC circuit is determined to be in a fault state, determining the conducting quantity of the A ' phase terminal, the B ' phase terminal and the C ' phase terminal and the positive terminal according to the power required by the load.

4. The in-vehicle charging apparatus according to claim 3, wherein the controller is further configured to: and under the conditions that the load is determined to be in a power utilization state, the main DC-DC circuit is determined to be in a fault state, and the number of the bridge arms is greater than or equal to 2, controlling at least two of the A ' phase terminal, the B ' phase terminal and the C ' phase terminal to be conducted with the positive terminal, controlling the bidirectional inverter circuit, and controlling the first bridge arms with the number of the bridge arms to supply power to the load.

5. The vehicle-mounted charging apparatus according to claim 2, wherein the controller is configured to control the switch module to conduct the external ac power source and the PFC circuit and to control the PFC circuit and the bidirectional inverter circuit to perform three-phase or single-phase charging for the power battery and/or the secondary battery, when it is determined that the vehicle is in the charging state.

6. The in-vehicle charging apparatus according to claim 2, wherein the controller is configured to: and under the condition that the vehicle is in a charging state, acquiring the charging condition information of the A-phase terminal, the B-phase terminal and the C-phase terminal, and controlling the A-phase terminal and the A ' -phase terminal according to the charging condition information, wherein the B-phase terminal and the B ' -phase terminal are conducted, and at least one of the C-phase terminal and the C ' -phase terminal is conducted, so that single-phase charging or three-phase charging of the vehicle is realized.

7. The vehicle-mounted charging apparatus according to claim 2,

the controller is further configured to control the PFC circuit and the bidirectional inverter circuit to perform three-phase or single-phase charging on the power battery first and then control the PFC circuit, and the bidirectional inverter circuit and the main DC-DC circuit to perform three-phase or single-phase charging on the storage battery when the vehicle is determined to be in the charging mode and the remaining capacity of the storage battery exceeds a preset first capacity threshold.

8. The in-vehicle charging apparatus according to claim 7, wherein the controller is further configured to: when the fact that the vehicle is in a charging mode and the residual electric quantity of the storage battery is lower than a preset second electric quantity threshold value is determined, the PFC circuit is controlled firstly, the bidirectional inverter circuit and the main DC-DC circuit charge the storage battery in a three-phase or single-phase mode, and then the PFC circuit and the bidirectional inverter circuit are controlled to charge the power battery in the three-phase or single-phase mode, wherein the preset second electric quantity threshold value is smaller than the preset first electric quantity threshold value.

9. The in-vehicle charging apparatus according to claim 8, wherein the controller is further configured to: when the fact that the vehicle is in a charging mode and the remaining electric quantity of the storage battery exceeds a preset second electric quantity threshold and is lower than a preset first electric quantity threshold is determined, the PFC circuit and the bidirectional inverter circuit are controlled to conduct three-phase or single-phase charging on the power battery, and meanwhile the PFC circuit, the bidirectional inverter circuit and the main DC-DC circuit are controlled to conduct three-phase or single-phase charging on the storage battery.

10. A vehicle characterized by comprising the vehicle-mounted charging apparatus of any one of claims 1 to 9 above.