CN214707243U - Integrated vehicle-mounted charging device and vehicle - Google Patents
Integrated vehicle-mounted charging device and vehicle Download PDFInfo
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- CN214707243U CN214707243U CN202120854439.6U CN202120854439U CN214707243U CN 214707243 U CN214707243 U CN 214707243U CN 202120854439 U CN202120854439 U CN 202120854439U CN 214707243 U CN214707243 U CN 214707243U
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Abstract
The present disclosure relates to an integrated vehicle-mounted charging device and a vehicle, the integrated vehicle-mounted charging device including: a PFC circuit, a bi-directional inverter circuit, a main DC-DC circuit, a switch module, and a controller respectively coupled to the PFC circuit, the bi-directional inverter circuit, the main DC-DC circuit, and the switch module, the controller configured to: when the main DC-DC circuit is in a fault state and the storage battery is in a power supply state, the switch module is controlled to be conducted, so that the bidirectional inverter circuit and the PFC circuit form a redundant DC-DC circuit to supply power to the storage battery. Therefore, a redundant DC-DC circuit can be formed under the condition that the main DC-DC circuit is in a fault state and the storage battery is in a power supply state, so that the power supply of the storage battery is realized, the reliability of low-voltage load power supply in a vehicle can be effectively improved, the reliability of the whole vehicle can be effectively improved, and the experience of a vehicle user can be improved.
Description
Technical Field
The present disclosure relates to the field of vehicle technology, and in particular, to an integrated vehicle-mounted charging device and a vehicle.
Background
The Current integrated On-board charging device generally includes an OBC (On-board charger) and an integrated DC (Direct Current converter), the OBC is generally used for charging a power battery in a vehicle during charging of the vehicle, and the integrated DC is generally used for supplying power to a load (a relay, multimedia, an air conditioning system, and other low-voltage devices) in the vehicle.
However, the inventor finds that, although the current integrated vehicle-mounted charging device has a breakthrough in the degree of integration, the reliability problem of the low-voltage load power supply in the vehicle is ignored, so that the low-voltage load cannot be normally supplied to the vehicle to cause the vehicle to be anchored in the case of the integrated DC fault of the vehicle, which is very unfavorable for improving the experience of the vehicle user.
SUMMERY OF THE UTILITY MODEL
The purpose of this disclosure is to provide integrated form on-vehicle charging device and vehicle.
In order to achieve the above object, a first aspect of the present disclosure provides an integrated vehicle-mounted charging device, including: a PFC (Power Factor Correction) circuit including a first terminal, a second terminal, a third terminal, and a fourth terminal;
the first end of the bidirectional inverter circuit is connected with the third end and the fourth end of the PFC circuit, and the second end of the bidirectional inverter circuit is connected with a power battery;
a first end of the main DC-DC circuit is respectively connected with a second end of the bidirectional inverter circuit and the power battery, and a second end of the main DC-DC circuit is connected with a storage battery;
the first end of the switch module is connected with the first end of the PFC circuit, the second end of the switch module is connected with the anode of the storage battery, and the cathode of the storage battery is connected with the second end of the PFC circuit;
a controller connected to the PFC circuit, the bi-directional inverter circuit, the main DC-DC circuit, and the switch module, respectively, the controller configured to: when the main DC-DC circuit is in a fault state and the storage battery is in a power supply state, the switch module is controlled to be conducted, so that the bidirectional inverter circuit and the PFC circuit form a redundant DC-DC circuit to supply power to the storage battery.
Optionally, the method further comprises: the rectifier module comprises a first end and a second end, the first end of the rectifier module is connected with the first end and the second end of the PFC circuit, and the second end of the rectifier module is used for being connected with an external power supply;
the controller is configured to: when the vehicle is determined to enter the charging state, the rectifying module, the PFC circuit, the bidirectional inverter circuit and the main DC-DC circuit form a charging circuit to charge the power battery and the storage battery.
Optionally, the PFC circuit includes an inductance module and a bridge arm module, the inductance module is connected to the rectifier module, the bridge arm module is connected to the bidirectional inverter circuit, the inductance module includes at least one inductance, the bridge arm module includes at least one phase high-frequency bridge arm, and each inductance is correspondingly connected to one phase high-frequency bridge arm;
the controller is configured to: and under the condition that the storage battery is determined to be in a power supply state and the main DC-DC circuit is in a fault state, acquiring a power demand parameter of a load, determining the number of bridge arms entering a working state in the at least one phase of high-frequency bridge arms according to the power demand parameter, and controlling the bidirectional inverter circuit and the high-frequency bridge arms with the number of the bridge arms to supply power to the storage battery.
Optionally, the controller is further configured to: when the vehicle is determined to enter a charging state, the required charging power of the power battery is obtained, the number of bridge arms in a working state in the at least one phase of high-frequency bridge arms is determined according to the required charging power, the rectification module is controlled, and the high-frequency bridge arms and the bidirectional inverter circuit in the number of the bridge arms charge the power battery.
Optionally, the controller is further configured to: and under the condition that the number of the bridge arms entering the working state in the at least one phase of high-frequency bridge arm is determined to be more than or equal to 2, carrying out staggered control on the high-frequency bridge arms with the number of the bridge arms.
Optionally, the power demand parameter comprises a current demanded by a load, the PFC circuit comprises a four-phase high-frequency leg, and the controller is configured to:
under the condition that the storage battery is determined to be in a power supply state and the main DC-DC circuit is determined to be in a fault state, if the current required by the load is greater than or equal to a first preset current threshold value, determining that the number of bridge arms entering a working state in the at least one phase high-frequency bridge arm is 4;
if the current required by the load is smaller than the first preset current threshold and is larger than or equal to a second preset current threshold, determining that the number of the bridge arms entering the working state in the at least one-phase high-frequency bridge arm is 3, and controlling any three phases in the four-phase high-frequency bridge arms to work alternately;
if the current required by the load is smaller than the second preset current threshold and is larger than or equal to a third preset current threshold, determining that the number of the bridge arms entering the working state in the at least one-phase high-frequency bridge arm is 2, and controlling any two phases in the four-phase high-frequency bridge arm to work alternately;
and if the current required by the load is smaller than the third preset current threshold, determining that the number of the bridge arms entering the working state in the at least one-phase high-frequency bridge arm is 1, and controlling four-phase high-frequency bridge arms to work alternately.
Optionally, the controller is further configured to: under the condition that the vehicle is in a charging state and the residual electric quantity of the storage battery exceeds a preset first electric quantity threshold value, the rectification module is controlled, the PFC circuit and the bidirectional inverter circuit charge the power battery, and then the rectification module, the PFC circuit, the bidirectional inverter circuit and the main DC-DC circuit charge the storage battery.
Optionally, the controller is further configured to: when the vehicle is determined to be in a charging state and the residual electric quantity of the storage battery is lower than a preset second electric quantity threshold value, the rectification module, the PFC circuit, the bidirectional inverter circuit and the main DC-DC circuit are controlled to charge the storage battery, and then the rectification module, the PFC circuit and the bidirectional inverter circuit are controlled to charge the power battery, 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 state and the residual electric quantity of the storage battery exceeds a preset second electric quantity threshold value and is lower than a preset first electric quantity threshold value is determined, the rectification module, the PFC circuit and the bidirectional inverter circuit are controlled to charge the power battery, and the rectification module, the PFC circuit, the bidirectional inverter circuit and the main DC-DC circuit are controlled to charge the storage battery.
A second aspect of the present disclosure provides a vehicle including the integrated on-board charging device of the above first aspect.
Through above-mentioned technical scheme, a vehicle-mounted charging device of integrated form and vehicle are provided, and this vehicle-mounted charging device of integrated form includes: a PFC circuit, a bi-directional inverter circuit, a main DC-DC circuit, a switch module, and a controller respectively coupled to the PFC circuit, the bi-directional inverter circuit, the main DC-DC circuit, and the switch module, the controller configured to: when the main DC-DC circuit is in a fault state and the storage battery is in a power supply state, the switch module is controlled to be conducted, so that the bidirectional inverter circuit and the PFC circuit form a redundant DC-DC circuit to supply power to the storage battery. Therefore, a redundant DC-DC circuit can be formed under the condition that the main DC-DC circuit is in a fault state and the storage battery is in a power supply state, and the reliability of low-voltage load power supply in a vehicle can be effectively improved for supplying power to the storage battery, so that the reliability of the whole vehicle can be effectively ensured, and the experience of a vehicle user 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 block diagram of an integrated in-vehicle charging device shown in an exemplary embodiment of the present disclosure;
fig. 2 is a circuit diagram of an integrated vehicle charging device according to the embodiment shown in fig. 1 of the present disclosure.
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 in detail the embodiments of the present disclosure, an application scenario of the present disclosure is first described below, and the present disclosure may be applied to a scenario of an integrated DC fault of an electric vehicle, and may also be applied to a charging process of the electric vehicle. In the related art, the integrated vehicle-mounted charging device lacks a standby DC, and cannot guarantee the reliability of the power supply of the load in the vehicle under the condition of the integrated DC fault, so that the vehicle can cause the vehicle to be anchored when the integrated DC fault occurs, and thus, the integrated vehicle-mounted charging device is very unfavorable for improving the experience of a vehicle user.
In order to solve the above technical problem, the present disclosure provides an integrated vehicle-mounted charging device and a vehicle, the integrated vehicle-mounted charging device including: a PFC circuit, a bi-directional inverter circuit, a main DC-DC circuit, a switch module, and a controller respectively coupled to the PFC circuit, the bi-directional inverter circuit, the main DC-DC circuit, and the switch module, the controller configured to: when the main DC-DC circuit is in a fault state and the storage battery is in a power supply state, the switch module is controlled to be conducted, so that the bidirectional inverter circuit and the PFC circuit form a redundant DC-DC circuit to supply power to the storage battery. Therefore, a redundant DC-DC circuit can be formed under the condition that the main DC-DC circuit is in a fault state and the storage battery is in a power supply state, so that the power supply of the storage battery is realized, the reliability of low-voltage load power supply in a vehicle can be effectively improved, the reliability of the whole vehicle can be effectively improved, and the experience of a vehicle user can be improved.
The present disclosure is described below with reference to specific examples.
Fig. 1 is a block diagram of an integrated in-vehicle charging device shown in an exemplary embodiment of the present disclosure; referring to fig. 1, the integrated vehicle-mounted charging device includes: a PFC circuit 101, the PFC circuit 101 comprising a first terminal, a second terminal, a third terminal, and a fourth terminal; a bidirectional inverter circuit 102, a first end of the bidirectional inverter circuit 102 is connected with a third end and a fourth end of the PFC circuit 101, and a second end of the bidirectional inverter circuit 102 is connected with a power battery;
a main DC-DC circuit 103, wherein a first end of the main DC-DC circuit 103 is respectively connected with a second end of the bidirectional inverter circuit 102 and the power battery, and a second end of the main DC-DC circuit 103 is connected with a storage battery;
a switch module 104, a first end of the switch module 104 is connected to the first end of the PFC circuit 101, a second end of the switch module 104 is connected to the positive electrode of the battery, and the negative electrode of the battery is connected to the second end of the PFC circuit 101;
a controller 105, the controller 105 being connected to the PFC circuit 101, the bi-directional inverter circuit 102, the main DC-DC circuit 103, and the switching module 104, respectively, the controller being configured to: when the main DC-DC circuit 103 is in a fault state and the battery is in a power supply state, the switch module 104 is controlled to be turned on, so that the bidirectional inverter circuit 102 and the PFC circuit 101 form a redundant DC-DC circuit to supply power to the battery.
The main DC-DC circuit 103 includes a filter capacitor, the PFC circuit 101 includes an inductance module and a bridge arm module, and the PFC circuit 101 is configured to provide a direct current to the bidirectional inverter circuit 102 when the vehicle is in a charging mode; when the storage battery is in a power supply state and a fault of the main DC-DC circuit 103 is detected, a BUCK circuit is formed with a filter capacitor in the main DC-DC circuit 103, and the direct current received from the bidirectional inverter circuit 102 is subjected to voltage reduction conversion to supply power to a load, wherein the load comprises the storage battery.
The bidirectional inverter circuit 102 is configured to perform high-voltage conversion on the direct current provided by the PFC circuit 101 when the vehicle is in a charging mode, so as to charge a power battery in the vehicle; and when the storage battery is in a power supply state and the main DC-DC circuit 103 is detected to be in a fault, the high-voltage direct current in the power battery is converted into low-voltage direct current to be transmitted to the PFC circuit 101.
The main DC-DC circuit 103 is configured to convert a direct current with a first voltage provided by the power battery or the bidirectional inverter circuit 102 into a direct current with a second voltage to supply power to the load, where the first voltage is greater than the second voltage.
The working principle of the redundant DC-DC circuit is that a BUCK circuit is formed by the filtering capacitors in the PFC circuit 101 and the main DC-DC circuit 103, and the DC power output from the first end of the bidirectional inverter circuit 102 is stepped down to supply power to the load. It should be noted that the specific working process of the BUCK circuit is common in the prior art, and belongs to a principle technology, and the disclosure is not repeated herein.
The Controller 105 may be an Application-specific Integrated Circuit (ASIC), a Programmable Logic Controller (PLC), a Digital Signal Processor (DSP), or a combination thereof.
By the technical scheme, the redundant DC-DC circuit can be formed under the condition that the main DC-DC circuit 103 is in a fault state and the storage battery is in a power supply state, so that the reliability of power supply of low-voltage loads in a vehicle can be effectively improved for supplying power to the storage battery, the reliability of the whole vehicle can be effectively improved, and the experience of a vehicle user can be favorably improved.
FIG. 2 is a circuit diagram of an integrated vehicle charging apparatus according to the embodiment of the present disclosure shown in FIG. 1; referring to fig. 2, the integrated vehicle-mounted charging device may further include: a rectifying module 106, where the rectifying module 106 includes a first end and a second end, the first end of the rectifying module 106 is connected to the first end and the second end of the PFC circuit 101, and the second end of the rectifying module 106 is used for connecting to an external power supply;
the controller 105 is configured to: when it is determined that the vehicle enters a charging state, the rectifying module 106, the PFC circuit 101, the bidirectional inverter circuit 102 and the main DC-DC circuit 103 form a charging circuit to charge the power battery and the secondary battery.
The rectifier module 106 includes two uncontrolled legs, each uncontrolled leg is formed by two diodes connected in series, a first bus end of the two uncontrolled legs and a second bus end of the two uncontrolled legs form a first end of the rectifier module 106, and a midpoint outgoing line of the first uncontrolled leg and a midpoint outgoing line of the second uncontrolled leg form a second end of the rectifier module 106.
It should be noted that when it is determined that the vehicle enters the charging state, the first terminal and the second terminal of the switch module 104 are disconnected, and the switch module 104 is turned on only when the main DC-DC circuit 103 is in the fault state and the battery is in the power supply state.
Optionally, the PFC circuit 101 includes an inductance module and a bridge arm module, the inductance module is connected to the rectifier module 106, the bridge arm module is connected to the bidirectional inverter circuit 102, the inductance module includes at least one inductance, the bridge arm module includes at least one phase high-frequency bridge arm, and each inductance is correspondingly connected to one phase high-frequency bridge arm;
the controller 105 is configured to: and under the condition that the storage battery is determined to be in a power supply state and the main DC-DC circuit 103 is in a fault state, acquiring a power demand parameter of a load, determining the number of the bridge arms entering a working state in the at least one phase high-frequency bridge arm according to the power demand parameter, and controlling the bidirectional inverter circuit 102 and the high-frequency bridge arms with the number of the bridge arms to supply power to the storage battery.
The inductance module may include one inductance or a plurality of inductances, and the bridge arm module may include a one-phase high-frequency bridge arm or a multi-phase high-frequency bridge arm.
For example, as shown in fig. 2, the bridge arm module may include a four-phase high-frequency bridge arm composed of a switch tube Q1 to a switch tube Q8, where the inductor module includes an inductor L1, an inductor L2, an inductor L3, and an inductor L4, each high-frequency bridge arm is formed by connecting two switch tubes in series, end points of an upper half bridge arm of the four high-frequency bridge arms are converged into a first bus end, end points of a lower half bridge arm of the four high-frequency bridge arms are converged into a second bus end, a midpoint of each high-frequency bridge arm is connected to a first end of one inductor in the inductor module, a second end of the inductor and the second bus end together form a first end of the PFC circuit 101, and the first bus end and the second bus end together form a second end of the PFC circuit 101.
In fig. 2, the bidirectional inverter circuit 102 may include a transformer T1, a low-voltage side of the transformer T1 is connected to a first full-bridge switch circuit, a high-voltage side of the transformer T1 is connected to a second full-bridge switch circuit, the first full-bridge switch circuit is composed of two bridge arms formed by switching tubes T1 to T4, the second full-bridge switch circuit is composed of two bridge arms formed by switching tubes T5 to T8, wherein, of the switching tubes T1 to T4, the switching tube T1 is in frequency conversion complementary conduction with the switching tube T2, the switching tube T3 is in frequency conversion complementary conduction with the switching tube T4, the switching tube T5 is in frequency conversion complementary conduction with the switching tube T6, and the switching tube T7 is in frequency conversion complementary conduction with the switching tube T8. The main DC-DC circuit 103 includes a transformer T2, a third full-bridge switching circuit is connected to the high-voltage side of the transformer T2, an uncontrolled rectifying circuit is connected to the low-voltage side of the inverter T2, the third full-bridge switching circuit is composed of two bridge arms formed by switching tubes Z1 to Z4, the switching tube Z1 is in complementary conduction with the switching tube Z2, and the switching tube Z3 is in complementary conduction with the switching tube Z4.
It should be noted that, when the vehicle is in a charging state, the switching tube Q5, the switching tube Q6, the switching tube Q7, and the switching tube Q8 are controlled to be turned off, and by using the body diode rectification, only the switching tube Q1, the switching tube Q2, the switching tube Q3, and the switching tube Q4 are controlled to be turned on in an interleaved manner, so that the PFC function is realized, and when the main DC-DC circuit 103 is in a fault state and the battery is in a power supply state, the switching tube Q1, the switching tube Q2, the switching tube Q3, and the switching tube Q4 are controlled to be turned off, and only the switching tube Q5, the switching tube Q6, the switching tube Q7, and the switching tube Q8 are controlled to be turned on, so that the function of supplying power to the low-voltage load can be realized.
Optionally, in a case where it is determined that the storage battery is in a power supply state and the main DC-DC circuit 103 is in a fault state, the number of the arms entering the working state is determined as follows:
the power demand parameter includes a current demanded by a load, the PFC circuit 101 includes a four-phase high frequency leg, the controller 105 is configured to: under the condition that the storage battery is determined to be in a power supply state and the main DC-DC circuit 103 is in a fault state, if the current required by the load is greater than or equal to a first preset current threshold value, determining that the number of bridge arms entering a working state in the at least one phase high-frequency bridge arm is 4; if the current required by the load is smaller than the first preset current threshold and is larger than or equal to a second preset current threshold, determining that the number of the bridge arms entering the working state in the at least one-phase high-frequency bridge arm is 3, and controlling any three phases in the four-phase high-frequency bridge arms to work alternately; if the current required by the load is smaller than the second preset current threshold and is larger than or equal to a third preset current threshold, determining that the number of the bridge arms entering the working state in the at least one-phase high-frequency bridge arm is 2, and controlling any two phases in the four-phase high-frequency bridge arm to work alternately; and if the current required by the load is smaller than the third preset current threshold, determining that the number of the bridge arms entering the working state in the at least one phase high-frequency bridge arm is 1, and controlling the four-phase high-frequency bridge arms to work alternately.
Wherein, the alternate working embodiment can include the following two types:
in one embodiment, the service time of each high-frequency bridge arm in the four-phase bridge arm may be accumulated, for example, four timers are additionally arranged in the PFC circuit 101, each high-frequency bridge arm corresponds to one timer, when the switching tube in the current high-frequency bridge arm is turned on, the timer corresponding to the current high-frequency bridge arm is used for timing, when the switching tube in the current high-frequency bridge arm is turned off, the timer corresponding to the current high-frequency bridge arm is controlled to stop timing, so as to obtain the service time of each high-frequency bridge arm, when it is determined that the number of the working states in the four-phase high-frequency bridge arm is 1, the high-frequency bridge arm with the shortest service time is controlled to enter the working state, when it is determined that two high-frequency bridge arms in the four-phase high-frequency bridge arm enter the working state, the high-frequency bridge arm with the shortest service time and the next shortest service time is controlled to enter the working state, when it is determined that the number of the working states in the four-phase high-frequency bridge arm is 3, and controlling the high-frequency bridge arm with the shortest service time, the second shortest and the shorter to enter a working state, wherein the shorter time is longer than the second shortest time, and the second shortest time is longer than the shortest time.
In another possible implementation manner, the current temperature of the switching tube in the turned-on high-frequency 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 switching tube is turned off to make the high-frequency bridge arm where the switching tube is located in a non-operating state, and the switching tubes in the remaining high-frequency bridge arms are turned on to make the four-phase high-frequency bridge arm alternately enter an operating state.
According to the technical scheme, the number of the bridge arms entering the working state in the at least one phase high-frequency bridge arm can be determined according to the power demand parameters of the load, the bidirectional inverter circuit 102 and the high-frequency bridge arms of the number of the bridge arms are controlled to supply power to the storage battery, the charging efficiency of the storage battery can be effectively improved, and the four-phase high-frequency bridge arms can be alternately used under the condition that the number of the bridge arms entering the working state is less than 4, so that the utilization rate of each phase high-frequency bridge arm can be ensured, and the service life of the vehicle-mounted charging device due to integration can be prolonged.
Optionally, the controller 105 is further configured to: and under the condition that the number of the bridge arms entering the working state in the at least one phase of high-frequency bridge arm is determined to be more than or equal to 2, carrying out staggered control on the high-frequency bridge arms with the number of the bridge arms.
For example, when it is determined that the number of the bridge arms entering the working state in the at least one-phase high-frequency bridge arm is 4, the switching tubes in the four-phase high-frequency bridge arm may be controlled to be conducted at 90 degrees in a staggered manner, so that the four-phase high-frequency bridge arm enters the working state at 90 degrees in a staggered manner, when it is determined that the number of the bridge arms entering the working state in the at least one-phase high-frequency bridge arm is 3, the switching tubes in any three-phase high-frequency bridge arm in the four-phase high-frequency bridge arm may be controlled to be conducted at 120 degrees in a staggered manner, so that the three-phase high-frequency bridge arm enters the working state at 120 degrees in a staggered manner, and when it is determined that the number of the bridge arms entering the working state in the at least one-phase high-frequency bridge arm is 2, the switching tubes in any two-phase high-frequency bridge arm in the four-phase high-frequency bridge arm may be conducted at 180 degrees in a staggered manner, so that the two-phase high-frequency bridge arm enters the working state at 180 degrees in a staggered manner.
According to the technical scheme, under the condition that the storage battery is determined to be in a power supply state and the main DC-DC circuit 103 is in a fault state, the generation of ripple current can be effectively inhibited by controlling the multiphase high-frequency bridge arms in a staggered mode, so that the stability of the integrated vehicle-mounted charging device for supplying power to a load can be effectively ensured.
Optionally, the controller 105 is further configured to: when the vehicle is determined to enter the charging state, the required charging power of the power battery is obtained, the number of the bridge arms in the working state in the at least one phase high-frequency bridge arm is determined according to the required charging power, and the rectifier module 106 is controlled, wherein the high-frequency bridge arms in the number of the bridge arms and the bidirectional inverter circuit 102 charge the power battery.
The required charging power of the power battery can be determined according to the residual capacity of the power battery, and the residual capacity of the power battery is inversely related to the required charging power, namely, the smaller the residual capacity is, the larger the required charging power is.
For example, the remaining capacity of the power battery may be obtained, and when the remaining capacity is less than or equal to a first threshold, it is determined that the number of the bridge arms entering the working state in the at least one phase of high-frequency bridge arm is 4; if the residual electric quantity is larger than the first threshold and smaller than or equal to a second threshold, determining that the number of the bridge arms entering the working state in the at least one-phase high-frequency bridge arm is 3 and controlling any three phases in the four-phase high-frequency bridge arm to work alternately; if the residual electric quantity is larger than the second threshold and smaller than or equal to a third threshold, determining that the number of the bridge arms entering the working state in the at least one-phase high-frequency bridge arm is 2, and controlling any two phases in the four-phase high-frequency bridge arm to work alternately; and if the residual electric quantity is greater than the third threshold value, determining that the number of the bridge arms entering the working state in the at least one phase high-frequency bridge arm is 1 and controlling four phase high-frequency bridge arms to work alternately, wherein the first threshold value is smaller than a second threshold value, and the second threshold value is smaller than the third threshold value.
It should be noted that, when the vehicle is in a charging state, if it is determined that the number of the bridge arms entering the working state in the at least one phase of high-frequency bridge arm is greater than or equal to 2, the high-frequency bridge arms of the number of the bridge arms are still subjected to the staggered control.
According to the technical scheme, when the vehicle is in a charging state, the multiphase high-frequency bridge arms are controlled in a staggered mode, ripple current can be effectively inhibited, and therefore the stability of the integrated vehicle-mounted charging device for charging the power battery can be effectively guaranteed.
Optionally, the controller 105 is further configured to: under the condition that the vehicle is determined to be in a charging state and the residual capacity of the storage battery exceeds a preset first capacity threshold, the rectifier module 106 is controlled, the PFC circuit 101 and the bidirectional inverter circuit 102 charge the power battery, and then the rectifier module 106, the PFC circuit 101, the bidirectional inverter circuit 102 and the main DC-DC circuit 103 are controlled to charge the storage battery.
The first electric quantity threshold value can be any value larger than or equal to 50%, such as 55%, 58%, 60% and the like, under the condition that the residual electric quantity of the storage battery is larger than the first electric quantity threshold value, the residual electric quantity of the storage battery can meet the current power demand of a load, at the moment, the power battery can be charged firstly, and after the power battery is charged, the storage battery is charged, so that the charging speed of the power battery is increased, the endurance demand is met quickly, and the vehicle user experience is improved.
Optionally, the controller 105 is further configured to: when it is determined that the vehicle is in a charging state and the remaining power of the battery is lower than a preset second power threshold, the rectifier module 106, the PFC circuit 101, the bidirectional inverter circuit 102 and the main DC-DC circuit 103 are controlled to charge the battery, and then the rectifier module 106, the PFC circuit 101 and the bidirectional inverter circuit 102 are controlled to charge 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 105 is further configured to: when it is determined that the vehicle is in a charging state and the remaining capacity of the battery exceeds a preset second capacity threshold and is lower than the preset first capacity threshold, the rectifier module 106, the PFC circuit 101 and the bidirectional inverter circuit 102 are controlled to charge the power battery, and the rectifier module 106, the PFC circuit 101, the bidirectional inverter circuit 102 and the main DC-DC circuit 103 are controlled to charge the 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.
In another exemplary embodiment of the present disclosure, a vehicle is provided that includes the integrated on-board charging device 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 (10)
1. An integrated vehicle-mounted charging device, comprising:
a PFC circuit including a first terminal, a second terminal, a third terminal, and a fourth terminal;
the first end of the bidirectional inverter circuit is connected with the third end and the fourth end of the PFC circuit, and the second end of the bidirectional inverter circuit is connected with a power battery;
a first end of the main DC-DC circuit is respectively connected with a second end of the bidirectional inverter circuit and the power battery, and a second end of the main DC-DC circuit is connected with a storage battery;
the first end of the switch module is connected with the first end of the PFC circuit, the second end of the switch module is connected with the anode of the storage battery, and the cathode of the storage battery is connected with the second end of the PFC circuit;
a controller connected to the PFC circuit, the bi-directional inverter circuit, the main DC-DC circuit, and the switch module, respectively, the controller configured to: when the main DC-DC circuit is in a fault state and the storage battery is in a power supply state, the switch module is controlled to be conducted, so that the bidirectional inverter circuit and the PFC circuit form a redundant DC-DC circuit to supply power to the storage battery.
2. The integrated vehicle-mounted charging device according to claim 1, further comprising:
the rectifier module comprises a first end and a second end, the first end of the rectifier module is connected with the first end and the second end of the PFC circuit, and the second end of the rectifier module is used for being connected with an external power supply;
the controller is configured to: when the vehicle is determined to enter the charging state, the rectifying module, the PFC circuit, the bidirectional inverter circuit and the main DC-DC circuit form a charging circuit to charge the power battery and the storage battery.
3. The integrated vehicle-mounted charging device according to claim 2, wherein the PFC circuit comprises an inductance module and a bridge arm module, the inductance module is connected with the rectifier module, the bridge arm module is connected with the bidirectional inverter circuit, the inductance module comprises at least one inductance, the bridge arm module comprises at least one phase high-frequency bridge arm, and each inductance is correspondingly connected with one phase high-frequency bridge arm;
the controller is configured to: and under the condition that the storage battery is determined to be in a power supply state and the main DC-DC circuit is in a fault state, acquiring a power demand parameter of a load, determining the number of bridge arms entering a working state in the at least one phase of high-frequency bridge arms according to the power demand parameter, and controlling the bidirectional inverter circuit and the high-frequency bridge arms with the number of the bridge arms to supply power to the storage battery.
4. The integrated on-board charging device of claim 3, wherein the controller is further configured to: when the vehicle is determined to enter a charging state, the required charging power of the power battery is obtained, the number of bridge arms in a working state in the at least one phase of high-frequency bridge arms is determined according to the required charging power, the rectification module is controlled, and the high-frequency bridge arms and the bidirectional inverter circuit in the number of the bridge arms charge the power battery.
5. The integrated on-board charging device of claim 3 or 4, wherein the controller is further configured to: and under the condition that the number of the bridge arms entering the working state in the at least one phase of high-frequency bridge arm is determined to be more than or equal to 2, carrying out staggered control on the high-frequency bridge arms with the number of the bridge arms.
6. The integrated on-board charging device of claim 3, wherein the power demand parameter comprises a current demanded by a load, the PFC circuit comprises a four-phase high-frequency leg, and the controller is configured to:
under the condition that the storage battery is determined to be in a power supply state and the main DC-DC circuit is determined to be in a fault state, if the current required by the load is greater than or equal to a first preset current threshold value, determining that the number of bridge arms entering a working state in the at least one phase high-frequency bridge arm is 4;
if the current required by the load is smaller than the first preset current threshold and is larger than or equal to a second preset current threshold, determining that the number of the bridge arms entering the working state in the at least one-phase high-frequency bridge arm is 3, and controlling any three phases in the four-phase high-frequency bridge arms to work alternately;
if the current required by the load is smaller than the second preset current threshold and is larger than or equal to a third preset current threshold, determining that the number of the bridge arms entering the working state in the at least one-phase high-frequency bridge arm is 2, and controlling any two phases in the four-phase high-frequency bridge arm to work alternately;
and if the current required by the load is smaller than the third preset current threshold, determining that the number of the bridge arms entering the working state in the at least one-phase high-frequency bridge arm is 1, and controlling four-phase high-frequency bridge arms to work alternately.
7. The integrated vehicle-mounted charging device according to claim 2,
the controller is further configured to: under the condition that the vehicle is in a charging state and the residual electric quantity of the storage battery exceeds a preset first electric quantity threshold value, the rectification module is controlled, the PFC circuit and the bidirectional inverter circuit charge the power battery, and then the rectification module, the PFC circuit, the bidirectional inverter circuit and the main DC-DC circuit charge the storage battery.
8. The integrated on-board charging device of claim 7, wherein the controller is further configured to: when the vehicle is determined to be in a charging state and the residual electric quantity of the storage battery is lower than a preset second electric quantity threshold value, the rectification module, the PFC circuit, the bidirectional inverter circuit and the main DC-DC circuit are controlled to charge the storage battery, and then the rectification module, the PFC circuit and the bidirectional inverter circuit are controlled to charge the power battery, wherein the preset second electric quantity threshold value is smaller than the preset first electric quantity threshold value.
9. The integrated on-board charging device of claim 8, wherein the controller is further configured to: when the fact that the vehicle is in a charging state and the residual electric quantity of the storage battery exceeds a preset second electric quantity threshold value and is lower than a preset first electric quantity threshold value is determined, the rectification module, the PFC circuit and the bidirectional inverter circuit are controlled to charge the power battery, and the rectification module, the PFC circuit, the bidirectional inverter circuit and the main DC-DC circuit are controlled to charge the storage battery.
10. A vehicle comprising an integrated on-board charging device according to any one of claims 1 to 9.
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| CN202120854439.6U CN214707243U (en) | 2021-04-23 | 2021-04-23 | Integrated vehicle-mounted charging device and vehicle |
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| CN202120854439.6U CN214707243U (en) | 2021-04-23 | 2021-04-23 | Integrated vehicle-mounted charging device and vehicle |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN115230504A (en) * | 2021-04-23 | 2022-10-25 | 比亚迪股份有限公司 | Integrated driving and charging device and vehicle |
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Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN115230504A (en) * | 2021-04-23 | 2022-10-25 | 比亚迪股份有限公司 | Integrated driving and charging device and vehicle |
| CN115230504B (en) * | 2021-04-23 | 2024-09-10 | 比亚迪股份有限公司 | Integrated driving charging device and vehicle |
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